hanse yachts polen

HanseYachts AG establishes the Balticdesign Institute in Poland

December 15 2020

Written by Yachting Art English Edition

HanseYachts AG, one of the leading leisure boat yards in the world (Hanse, Dehler, Privilège, Sealine, Fjord) with factories in Poland, Germany and France and its subsidiary Technologie Tworzyw Sztucznych Sp. z. o.o., a production unit dedicated to composite, located near Szczecin, Poland, are establishing a new development unit in Szczecin, the BalticDesign Institute.

The leading European country in terms of the number of boats built, with shipyards such as Groupe Bénéteau, Sunreef Yachts, Galeon, HanseYachts, and numerous production units, notably working for Quicksilver and Bayliner, Poland is further strengthening its attractiveness in the nautical industries, with the creation of the BalticDesign Institute.

At the origin of this institute, the German group HanseYachts decided to locate this design center in Szczecin,, created in partnership with its Polish subsidiary Technologie Tworzyw Sztucznych (specializing in composites), itself located in this Hanseatic city.

The BalticDesign Institute will present itself as a kind of creative campus, housing specialists in naval architecture, structural calculation, designers and creative people.

With this creation, HanseYachts, wishes to strengthen its engineering pole, to accelerate in the long term the time to market of its new units.

This division, which will welcome professionals from around the world, will also allow the German group to strengthen the identity of its different brands and its industrial efficiency, which is among the highest in Europe. 

The BalticDesign Institute will open its doors in January and will launch a vast recruitment plan throughout Europe, with 20 people expected to work there within 3 years.

Decryption - not having closed its production plants during the first European containment, following the example of groups such as Bavaria or Grand Large Yachting in France, the German group HanseYachts is showing a fine dynamic, which should next year result in fairly substantial market share gains, following the example of its compatriot Bavaria. In this context, the Group is seeking to reduce its time to market and the differentiation of its different ranges. The creation of a creative campus is intended to respond to this strategy.

HanseYachts recute des architectes navals et des designers de bateaux, en Pologne - ActuNautique.com

Le groupe allemand HanseYachts, bien connu pour ses marques de voiliers Hanse et Dehler, ses catamarans Privilège et ses bateaux à moteur Sealine et Fjord, renforce sa présence industrielle en ...

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Profile of HanseYachts AG

Developed by sailors. Tested on the Baltic Sea. Sold across the world. Since its founding in 1990, HanseYachts AG – which now encompasses  six brands  – has become one of the biggest manufacturers of seagoing, series-produced  sailing yachts  and  motor yachts . HanseYachts AG went public in 2007 (General Standard); around 23.23% of its shares are currently freely traded. In 2011, Munich-based Aurelius AG became the majority shareholder and currently holds around 76.77% of issued shares.

Second-biggest yacht-builder in the world

In terms of the number of yachts sold worldwide, HanseYachts AG is the second-biggest manufacturer of  sailing yachts  in the world. In the market for recreational motor yachts, the company is now among the top 10 providers worldwide. Production takes place at the two locations in Greifswald (Germany) and Goleniów (Poland).

Direct access to the Baltic Sea

Direct access to the Baltic Sea allows HanseYachts AG to test its range of sailing yachts and motor yachts under real-life conditions. Each new product undergoes extensive testing before being placed on the market. These test results are instantly and directly incorporated in ongoing product development. New materials and components are tested on water, not just under laboratory conditions.

Some customers travel all the way to the shipyard itself to pick up their new yacht before sailing back home, wherever that may be in the world. A crane carefully positions the sailing yachts, motor yachts on the water for the first time after they leave the production halls. For sailing yachts, the mast is set and all the rigging is installed on site.

Own production sites

Our own production sites enable fast response times and highly efficient manufacturing. The entire GRP production is carried out to the highest standards of craftsmanship by experienced specialists. The production process ranges from the lamination of small parts and the fabrication of hulls using the laying-by-hand technique to weight-optimised vacuum infusion for specialised yacht types.

At HanseYachts AG's headquarters in Greifswald (Germany), all wood and interior components are manufactured in-house. Ultra-modern state-of-the-art equipment featuring CNC milling machines ensures that the parts get cut to the exact millimetre. Highly trained specialists assemble the furniture by hand. The final assembly of the sailing and motor yachts gets carried out in a most cost-effective manner on the production lines.

The production site in Poland The beginnings of the Polish branch date back to 1995 - initially under the name Technologie Tworzyw Sztucznych (TTS) . Since then, yacht construction elements such as hulls, decks and floors have been manufactured here. In 2006, the company joined the HanseYachts capital group. The steadily increasing demand for the products led to the factory being moved to a new location in the Goleniów Industrial Park in Łozienica in 2008. A specially adapted, modern production hall for the manufacture of laminates was built there. As a result, our employees work under safe conditions and at the same time protect the environment.  The last few years of our work have been characterised by continuous development. Two warehouses were built in Łozienica, a laboratory and a design studio were expanded.

In 2015 and 2021, we also built two more production halls, where the assembly work for the final finishing of the yachts ready for sale is carried out.  Currently, we offer lamination, yacht fittings as well as the assembly of water, electrical and gas installations, engines, navigation and steering equipment and other equipment required for a yacht. Currently, six yacht models of the Dehler, SEALINE and RYCK brands are manufactured entirely in Łozienica. This means that they can be delivered directly from there to the customer or dealer. The dynamic development and the great interest in the products lead, among other things, to a significant increase in jobs. 

The year 2022 marks another milestone: as a long-standing member of HanseYachts AG, the company name was changed to HanseYachts Sp. z o. o. to underline its affiliation to the group.

A highly skilled workforce

HanseYachts AG employs an annual average of around 1,500 people. Of these, almost 20% are salaried employees and more than 80% are industrial workers. In the Greifswald region (Germany), HanseYachts AG is one of the largest employers.

World-renowned design offices

HanseYachts AG collaborates with a number of world-renowned nautical designers of yachts. Bill Dixon (Dixon Design), Patrick Banfield (Allseas Design) and judel/vrolijk & co are established names in the world of yachting and lend the various models of the individual brands their own distinctive appearance. In these close partnerships, we develop yachts in line with our philosophy: “Breaking rules. Setting trends”.

Own development locations

One of HanseYachts AG’s biggest strengths is that we have our own development team as well as our own model and mould construction team. A team comprising 40 designers, engineers and technicians, all of whom are consummate masters in their fields and possess many years of experience. Our teams work alongside renowned yacht designers to create  sailing yachts  and  motor yachts  with a focus on quality and function – from the interior fittings and deck layout to the engine and air-conditioning system. Two in-house, five-axle CNC mills turn our virtual models into reality and are capable of machining components measuring up to 6 by 16 metres. High quality yacht-building starts by only using the best tools.

As a new design and development centre, the Baltic Design Institute in Szczecin complements the development department at HanseYachts AG's headquarters and offers additional expertise in the sectors of yacht design and structural dimensioning. The team of highly qualified employees has many years of international professional experience in yacht design as well as in the marine industry. The close cooperation of all development instances enables the creation of new, forward-looking products.

Premium suppliers

In addition to the components that we produce in-house, we also enlist the services of premium suppliers. We use engines from Volvo, Yanmar and Mercury; navigation electronics from B&G, Garmin and Raymarine; sails from Elvström and Quantum; heating systems from Eberspächer and Webasto; masts from Seldén and Z Spars; fittings from Harken and Lewmar; and running rigging from Liros. When HanseYachts AG selects its suppliers, three factors are non-negotiable: high quality, reliable deliveries with consistent quality and comprehensive after-sales service for end customers.

Six brands with their own unique characters – united under the roof of HanseYachts AG. Each brand operates independently on the market, but benefits from the pooled development and production technology of one of the world’s leading yacht-builders. Watch our film to find out more about the six brands of HanseYachts AG.

Yachting Monthly

• Digital edition

Hanse 400: popular modern performance cruiser

• Duncan Kent
• July 27, 2021

Duncan Kent takes the Hanse 400 for a sail and discovers that this popular modern performance cruiser is quick and powerful but easy to handle

A tall mast and generous sail area make the Hanse 400 quick and powerful. Credit: David Harding

Product Overview

Manufacturer:.

Voted European Boat of 2006, the J & J-designed, Hanse 400 still has all the attributes of a modern performance cruiser.

Founded in 1993, Hanse became Germany’s second largest production sailing yacht builder after extending its Greifswald site in 2005, and now produces 750 yachts annually including the Moody, Dehler and Privilege brands.

Since 1999 all Hanses have been designed by Judel and Vrolijk, a renowned team of performance yacht designers with America’s Cup heritage.

Hanse yachts aren’t just modern flyers, they have all the comforts needed for extended cruising as well.

Plenty of galley space with lockers and a top-loading fridge. Credit: Duncan Kent

The look of the 400’s interior isn’t particularly to my liking, with its sharp edges and unusual design statements, such as pea-green Plexiglass panels, but you can’t fault the layout’s flexibility and the intelligently thought-out key areas such as the well-appointed galley and heads.

Where the Hanse 400 scores over other more conservative performance cruisers is in the sailing stakes.

With dinghy-like performance, she’s just so easy to drive that you positively long to go out sailing alone, just to prove you can.

I love the idea that a 40ft yacht can be sailed quite safely single-handed – it gives you a fantastic confidence boost, meaning you’re more likely to take her out and sail her every chance you get.

Design & constructions of the Hanse 400

The Hanse 400 is sleek-looking with plumb ends, low freeboard and a long waterline.

With shallow underwater sections and a broad beam, they were designed to be quick and easily handled, and strong enough to cope with rough conditions offshore.

The hull is reinforced using a rigid floor framework and laminated foam stringers, while weight is minimised by incorporating a balsa core above the waterline.

For a little more money, the Hanse 400 was also offered in epoxy (400e), which not only reduced its displacement over the polyester/vinylester model by being a thinner layup and having foam sandwich below the waterline, but also increased its impact strength and flexibility, and virtually eliminated any risk of osmosis.

The Hanse 400 is unashamedly modern.

The high-gloss finished furniture is all a bit square and slab-sided, with stainless steel grab rails and the occasional green Plexiglass panels.

When buying from new, Hanse offered up to 16 different layouts and 99 options, so few ended up identical.

The interior is split into three design sections, each of which had several different available styles, such as a choice between one or two aft cabins.

The long, straight saloon settees make good sea berths and there’s stowage underneath.

Headroom is a generous 1.95m/6ft 5in, but the table will only seat four in comfort.

The chart/coffee table option comprised a small table between two seats on the saloon’s port side with shallow stowage inside for folded charts.

The chart table is small with limited instrument space. Credit: Duncan Kent

The locker containing the electrical panel has limited instrument space, which isn’t ideal as the doors have to be closed at sea.

The sensible alternative is to go for the straight settee, use the saloon table for passage planning and house most of the sailing and navigation instruments up in the cockpit.

The galley is large with plenty of stowage in numerous lockers and drawers, a full-size gimballed cooker with oven and a voluminous top-loading fridge plus a separate, smaller drinks cooler below.

Opposite, the heads is roomy with 1.83m/6ft headroom and separate shower stall with seat, under which are housed all the pumps and filters.

All the seacocks are neatly arranged and clearly labelled beneath the sink.

The aft cabins boast 1.98m/6ft 6in-long berths, 1.88m/6ft 2in headroom, a dressing area with seat and a large clothes locker.

The portside cabin has a slightly wider berth than the starboard one and is adjacent to the aft heads.

Continues below…

Bavaria C50

Epitomising the ultra-modern, high-volume production cruiser, Bavaria’s C50 offers plenty to appeal to today’s buyers. David Harding reports

Head to Head: Hanse 348 & Hanse 418

What do two more metres get you on a boat? Graham Snook sets the Hanse 348 and Hanse 418 against…

The most boat for your money? Bavaria C38 yacht test

Competition is hot for high-volume cruisers, but have Bavaria built a boat that is fun to sail as well as…

Dufour 425 GL: solid, spacious & ocean capable

Solidly built, spacious and fast, the Dufour 425 GL was one of the most popular boats in Dufour’s Grand Large…

Beneath the port berth is the calorifier, while the fuel tank is under the starboard berth.

Hull sides could be smartly wooden panelled for extra insulation.

The forecabin had the most layout options and was clearly intended to be the owner’s cabin.

Though long, in the pullman version the offset berth is only 1.00m/3ft 3in wide, which is narrow for a double.

The vee-berth option gives you more, but you lose the locker forward.

The choice then was whether to have a second wardrobe, a small ensuite heads/shower, or a desk/dressing table.

On deck & under way

The cockpit is wide and spacious, with straight seats cutaway around the large single wheel.

Initially, the transom had an open gate as standard; later a ‘drop in’ one became optional.

Either way, a fold-down transom platform provides room for showering and boarding from a dinghy.

Stowage is good, although better in the single aft cabin model, which has a full-depth cockpit locker to starboard.

The Hanse 400 has a 150mm-high companionway threshold and, cleverly, the one-piece Plexiglas washboard stows conveniently on top of the sliding hatch cover.

The mainsheet track is on the coachroof as standard and its sheet, together with all the other lines, are led back to the cockpit via neat rope garages.

The wide and spacious cockpit makes it a comfortable cruiser. Credit: Andrew Pickersgill

A mainsheet across the cockpit, just forward of the wheel, was optional and popular with racers or those regularly cruising shorthanded, but it did mean sacrificing the fold-up cockpit table.

Clear access along the side decks is enhanced by the inboard shroud plates and genoa tracks, although the handrails are tokenistic.

The toe rails are a solid alloy extrusion with integral fairleads, and all six cleats are a good size and well positioned.

The foredeck is clear of obstructions, the anchor chain being fed under the locker lid to a windlass below decks.

The chain locker is absolutely vast and able to hold an armful of fenders as well as 80m or more of chain.

The single bow roller is offset to clear the bowsprit and to enable the forestay to be attached well forward, thus allowing space to have the largest jib possible.

Rig & Sails

The Hanse 400 sports a high-aspect, 9/10ths fractional rig with twin spreaders and noticeable pre-bend.

Her backstay bifurcates above the cockpit and has a powerful six-part adjuster, while her standing rigging is discontinuous.

She comes with a fully battened, slab-reefed mainsail and lazyjacks.

This, plus her self-tacking jib and primary winches right beside the helm, makes short tacking in confined spaces simple, even single-handed.

For lighter airs there was an optional 140% gennaker, using the tracks and travellers already provided, and downwind a large asymmetric can be set on the short, retractable bowsprit supplied with the gennaker kit.

The Hanse 400 has a tall mast and generous sail area, making her a quick and powerful boat, despite the relatively small headsail.

Close reaching, she is well balanced and quick, pointing high thanks to the tightness of the jib sheeting angle and ploughing her own groove with little or no input required from the helmsman to keep her on course.

A little further off the wind and she truly flies, with the log remaining above 8 knots in a constant Force 4 plus.

Over Hanse 400 yachts have been sold since launch in 2003. Credit: Andrew Pickersgill

The rod-link steering is light but sensitive, providing plenty of feedback, and the helming position is excellent, offering a clear view forward over the low-profile coachroof.

Her streamlined underwater profile results in little wake and swift, but effortless tacking through 75° or so with little loss of momentum.

Under power, the standard 40hp Yanmar diesel provides plenty of oomph for quiet, economical cruising, while spinning so deftly about her keel that manoeuvring into tight marina berths without a bow thruster is a cinch.

Fuel capacity of 140 litres is a bit limiting, however.

Hanse Yachts Owners’ Forum: www.myhanse.com

Owners’ Experience of the Hanse 400

S/Y Dashzani (2011, HN 814)

Andrew (54) and SWade (49) Pickersgill bought Dashzani , a three-cabin model, new at the Southampton Boat Show.

They added composite wheels, a bimini/cockpit tent, a Flexifold prop and extra anchor chain.

They’ve since replaced the lighting with LEDs, installed a new battery charger and added 300W of solar panels plus a battery monitor.

Recently, they’ve fitted a second chart plotter and instrument repeater at the chart table as well.

They’ve had a few minor faults, such as nav light failures, defective wind transducers, a faulty skin fitting and a leaking engine oil seal, but nothing structural other than beefing up the boom vang fitting.

The low profile coachroof gives the helm excellent visibility. Credit: Andrew Pickersgill

Andrew says: ‘I have sailed all my life and spent more than 20 years chartering in the Solent, West Scotland or the Med with my wife. After buying this, our first yacht, we spent four years cruising the UK south coast, northern France and the Channel Islands, before giving up work to sail. We joined the ARC Portugal across Biscay and then carried on down to the Med, where we spent three seasons cruising Corsica, Italy, Sardinia, Sicily and Greece, before basing ourselves now on Menorca in the Balearics.

‘Dashzani is surprisingly quick under sail once the wind reaches 10 knots. The self-tacking headsail makes tacking a doddle, but the large mainsail needs reefing at around 16 knots true wind. She is well balanced and her helm light, making handling easy for a couple, but she doesn’t like light winds or beating into short choppy seas. In the past, racing crews have commented “It’s almost like helming a dinghy”, although not now with all our liveaboard kit onboard.

‘Downwind is fun, especially with the Parasailor spinnaker. Our fastest recorded speed is 14 knots, with 30 knots of wind behind us.

‘Though I’ve not sailed her single- handed, it shouldn’t be a problem and the bow thruster certainly makes manoeuvring under power easier.

‘We love the comfort and usability and, having lived onboard for 10 months of the year for five years, find her ideal for two people cruising. There’s ample room in all cabins and the cockpit tent provides excellent entertaining space. The transom platform extends the deck, making her feel much larger and providing almost step-free access when moored stern-to.

‘If travelling further afield we would prefer a larger battery bank to accommodate a freezer and water maker. However, the impact on storage space would probably steer us towards a larger yacht. ‘Being able to use her for extended periods has allowed us to enjoy her more than we could have imagined. Dashzani has ticked all the boxes (and more), from winning silverware in the Solent to sipping martinis on deck in the Med’.

S/Y Grey Goose (2005, 400e)

Owner, Mark Johnson, says, ‘My wife and I bought Grey Goose as second owners in 2012 and she has been exceptional. I’ve sailed 12,000 miles in other boats but the 3,000 miles in her have been the best. Our best 24-hour run so far is 187 miles crewed, and I have nearly equalled that solo.

‘When we bought her, she had a suit of rather aged Dacron sails, including a 130% genoa and self-tacking jib. They survive to this day, however a new offshore set has replaced them, providing a significant increase in performance. An asymmetric was an early upgrade for cruising, plus we added a spinnaker pole and track, though they’re mainly used for poling-out headsails as we rarely have sufficient crew to fly the spinnaker. After heavy weather experience, she now has a trysail and storm jib on an inner forestay too. Though the self-tacker and third reef are great high into the 30-knot wind range, I’d like to be able to change down a further gear when things get truly interesting!

Owner Mark Johnson finds it easy to sail Grey Goose solo. Credit: Mark Johnson

‘My joy is sailing Grey Goose single-handed, which is ridiculously easy. One powered primary winch enables swift mainsail hoisting, the other controls the mainsheet while simultaneously helming. She has a big rig for a 40ft boat – 108m² (1,163sq ft) upwind with the genoa hoisted. The single-line reefing is simple to use too, although you do end up with a copious amount of line in the cockpit. ‘Like all high freeboard designs, berthing in unfavourable winds can be awkward, although I sailed her happily for four years without a bow thruster. When we did add one, together with a Featherstream prop, the two were a great upgrade for slow speed manoeuvres under power.

‘ Grey Goose makes a great second home. My wife loves her and I’m pleased to say, on the occasional trip with crew, they’ve also found the accommodations comfortable. Build quality is great; after 16 years there are some gelcoat stress cracks, but they’re only in non-cored deck areas and are mostly ‘wounds’ inflicted by crewmembers dropping winch handles or similar. The epoxy hull is very sound and strong. We did get an issue with the fairing covering the cast iron section of the keel, but that was lobster pot impact induced!

‘The internal woodwork has held up very well but she is getting a mid-life rig refurb and upgrade this year. It will, however, leave the rig stronger for future Atlantic crossing plans. After eight years I still don’t hanker after another boat. She’s the perfect fit for us as a cruising couple and a good balance of initial cost, versus passage making capability and running costs.’

What the experts say about the Hanse 400

Nick Vass, Marine Surveyor B,Sc B,Ed HND FRINA MCMS DipMarSur YS

www.omega-yachtservices.co.uk

The Hanse 400 had a conventional GRP hull made from polyester resin, strand fibreglass matting and woven fibreglass cloth, stiffened by a foam sheet sandwich core.

The 400e had a more sophisticated composite hull that was built using epoxy resin and glass fibre cloth pre- impregnated with epoxy resin which was cured under pressure provided by a vacuum-bagging technique.

This process allows the same foam-core sandwich stiffening material to be bonded onto the inside of the hull under pressure, which results in a better bond and helps reduce the possibility of delamination where the layers of the laminate come apart.

Using epoxy instead of polyester resin also reduces the possibility of osmosis, which is just as well as I have found osmotic blistering on smaller Hanse yachts.

Dry laminate can also be an issue.

This is where not enough resin was used, resulting in the glass fibre matting being left starved of resin, making the structure weak.

Using pre-preg techniques helps ensure that the resin-to-fibre ratio is precise and that the resin infuses all of the fibres without missing patches.

The epoxy hulls were lighter as less resin was used. This is because only just enough resin needs to be mixed in.

Hanse has never made any pretence that it is anything other than a builder of modestly priced yachts and so one must expect a little cost-cutting.

Deck mouldings can be thin, but they represent good value, are good looking and are fun to sail.

A Hanse 400 was fitted with a Jeffa rudder, which had aluminium stocks. I find the stocks to be corroded and rudder post bushes can wear prematurely.

However, many German- and Scandinavian-built yachts also use this make of rudder.

The stock can become pitted just above the blade, sometimes due to galvanic corrosion caused by dissimilar metals in contact with each other.

Conventional antifouling contains a lot of copper as a biocide, which also reacts with the aluminium.

The trick is to insulate the stock with epoxy resin or use a copper-free antifouling such as International Trilux, which is designed to be applied to aluminium saildrives.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

The Hanse 400 and 400e didn’t have a long production run; the ones I’ve surveyed were all ex-charter fleet based abroad.

Commercial operation will often notch up high engine hours and wear to sails and running rigging, so check the yacht’s history and consider instructing a surveyor.

The Yanmar is a pretty bomb-proof engine but, like all modern engines, they do need regular servicing. Be aware of tachometers that have been replaced or frequently lose their digital readouts.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

One of my clients had a yacht with 500 declared engine hours; on research it had over 4,500 hours.

The Hanse has a sail drive, so check when the unit’s hull sealing ring was last replaced and that the oil has no contamination.

Poor or a lack of servicing of the gearbox drive cones can often lead to a replacement unit so check servicing records.

Like Nick, I have also had issues with pitted rudder stocks and tubes.

The cockpit deck finish was teak and many yachts will now need this replacing, especially those used for charter abroad as boat decks are often washed down with a pressure washer!

As with many modern cruisers, laminates are much thinner than some older builds.

Although they are generally quite reliable, if damaged, items like the keel matrix do need proper inspection.

Alternatives to the Hanse 400 to consider

Bavaria cruiser 40.

The steering is light and responsive. Credit: Bavaria Yachts

Until it launched the Cruiser series, Bavaria yachts were known for their practicality.

In 2009, Bavaria employed BMW to give their yachts a more modern look, inside and out, with help from the Farr design team.

The result was a notable improvement in sailing performance with ‘love it or loathe it’ contemporary styling.

Construction methods remained broadly the same. The hand laid-up hulls continued to combine waterproof isophthalic polyester resins with chopped strand and woven matting, reinforced in high load areas with unidirectional Kevlar rovings.

They also had a rigid GRP/foam floor frame and Airex foam sandwich above the waterline.

The cockpit is roomy and functional, with high coamings and a large drop-leaf table.

The twin-wheels allow easy access to a large, fold-down stern platform, ideal for deck showering or for boarding.

Unlike the bigger C45, 50 and 55, the C40 only had a single, deep spade rudder instead of twins.

The two-point, double-ended mainsheet arrangement works well, but the lack of a track limits the ability to drop the traveller down to leeward in gusty conditions.

The jib sheet tracks are on the coachroof, which keeps the sheeting angle tight, but the sheets lead to winches mounted forward in the cockpit and cannot, therefore, be reached by the helm.

The cockpit is spacious with a drop-leaf table. Credit: Bavaria Yachts

Below, a two- or three-cabin layout were available, the latter sporting two spacious aft double cabins with shared heads, as well as a decent owner’s cabin forward with optional ensuite heads.

The linear galley isn’t ideal for cooking under way, but the seatback to the central bench provides a bum support.

Six can dine in comfort around the saloon dinette.

A good-size, forward-facing nav station is opposite the rear heads and close enough for easy communication with the crew.

Under sail she is spritely and responsive.

The steering is light and positive, and requires little effort to keep on course, even when pushed hard.

The hull cuts a much cleaner swathe through the water than its predecessor, meaning less slamming and spray when beating to windward, and off the wind she flies with an asymmetric chute set on the optional bowsprit.

Dufour 405GL

The open cockpit has deep coamings and a fixed table. Credit: Jean-Marie Liot

Winner of the European Yacht of the Year 2010 (family cruiser category) the Dufour 405GL was penned by Italian designer, Umberto Felci.

With full-length Twaron-reinforced stringers, criss-crossed by strong frames that spread the rig loads down to the keel, and injection-moulded, balsa sandwich decks, the Dufour 405GL is very robust.

Below, the Dufour has a traditional warm and woody interior with one or two aft cabins.

The former has an L-shaped galley aft and a chart/coffee table between two saloon seats, the latter a linear galley and forward-facing navigation station.

Both layouts have two heads with an ensuite forecabin and the headroom is excellent. In the cockpit, a sturdy drop-leaf table and grab bar helps the crew to move around safely under way, while the wide transom gate and drop-down swimming platform makes boarding easy.

Her generous beam provides wide decks and the foredeck is clear thanks to a recessed windlass and cavernous chain locker.

A short alloy bowsprit can be added for an asymmetric sail.

Like the Bavaria C40, she has twin wheels but only a single spade rudder.

The helmsman has easy access to the primary winches but all other sail controls and halyards are on the coachroof.

Her 9/10ths fractional rig came with semi-battened mainsail, though in-mast furling was popular. Her stem is almost plumb and she sports a long waterline.

Her deep, semi-balanced rudder offers a good grip on the water and, with the bulk of her cast iron ballast at the bottom of her keel, she remains stiff in wind.

Under sail, she is delightfully well-balanced and fun to handle, especially once trimmed up. On a close reach she’ll top 8-knots easily.

Delphia 40.1+

The Delphia 40.3 had a two or three cabin option. Credit: Mathias Otterberg

The Polish-built Delphia 40 went through several marques, but the differences between the models are fairly insignificant.

All had deep, shoal or swinging centreboard options. Delphias are built to Germanischer Lloyd’s exacting quality standards and are conventionally laid up by hand from solid polyester laminate below the waterline.

With a choice of a 2/3/4 cabins the Delphia 40.3 provides comfortable accommodation for extended periods.

The raised coachroof has large windows, and the 3/4 cabin models include a dinette and linear galley, whereas the latter is larger and U-shaped in the two-cabin version.

The saloon is pleasantly woody, without being gloomy, and headroom is 1.98m/6ft 6in.

The forward-facing chart table is small but adequate, with a hinged instrument console and a tray for plotting gear.

There are two heads, both of which have generous headroom and full moulded inserts.

The ensuite owner’s cabin forward boasts a generous V-berth with ample dressing area and stowage.

The berths in the aft cabins are equally roomy.

In the four-cabin version an extra twin-bunked cabin takes the place of the forward head, with the displaced head moving to the other side in place of the dressing area.

The Delphia’s cockpit is spacious, with comfortable seatbacks.

The Delphia 40.3’s shallow underwater sections, moderate beam and generous waterline make her quick and agile for her size, with no impact on stability.

She tacks briskly, even in light airs, and accelerates back up to speed in seconds. She tracks well off the wind with little to no helm adjustment needed.

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History of Hanse

Hanse Yachts was established in 1993 in the town of Greifswald, situated in northeastern Germany. The company was founded by Michael Schmidt, a former regatta sailor with a vision to produce innovative, high-quality sailing yachts. Born out of the rich maritime history of the Baltic Sea region, Hanse quickly gained recognition for their pioneering designs and exceptional craftsmanship.Initially, Hanse Yachts started with a single model, the Hanse 291, which laid the foundation for the company's growth. Over the years, the company expanded its range and incorporated advanced technologies such as vacuum infusion and modular construction techniques. Their designs are known for their spacious interiors, excellent sailing performance, and modern aesthetics. Hanse Yachts has continually collaborated with renowned naval architects like Judel/Vrolijk & Co to ensure top-notch performance and design.Today, Hanse Yachts remains headquartered in Greifswald, but it has grown to be one of the world's largest manufacturers of sailing yachts. Hanse Yachts AG encompasses several other prestigious brands, including Dehler, Moody, and Fjord Motor Yachts. Maintaining a strong emphasis on innovation and quality, the company has firmly positioned itself as a leader in both the European and global nautical markets.

Which models do Hanse produce?

Hanse produce a range of boats including the Hanse 455 , Hanse 458 , Hanse 460 , Hanse 508 and Hanse 418 . For the full list of Hanse models currently listed on TheYachtMarket.com, see the model list in the search options on this page.

What types of boats do Hanse build?

Hanse manufactures a range of different types of boats. The ones listed on TheYachtMarket include Sloop , Cruiser , Offshore cruiser , Coastal cruiser and Bluewater cruiser .

How much does a boat from Hanse cost?

Used boats from Hanse on TheYachtMarket.com range in price from £3,330 GBP to £1,290,000 GBP with an average price of £223,000 GBP . A wide range of factors can affect the price of used boats from Hanse, for example the model, age and condition.

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Sailboat Review: Hanse 510

• By Herb McCormick
• October 22, 2024

Fifty years ago this month, the first issue of Cruising World magazine debuted at the US Sailboat Show in Annapolis, Maryland. It was an ideal time to launch a cruising and sailing periodical, as a revolution in production fiberglass boatbuilding was underway. Huge numbers of sailors were eager to purchase new boats, and the choices in size, price and purpose were plentiful. 

Sure, there were lots of imports on the market, especially from France and the Far East, but there were plenty of great boats born in the USA. The builders and their brands were practically synonymous: Hunter (Warren Luhrs), Catalina (Frank Butler), Morgan Yachts (Charley Morgan), Irwin Yachts (Ted Irwin), Pearson (Bill Shaw), Sabre (Roger Hewson), Shannon Yachts (Walter Schulz), and on and on.

Why bring all this up? Well, of all those companies, only Catalina still builds sailboats, and in limited sizes and numbers. All those other former household maritime names are little more than fond memories. The once-powerful US production-sailboat industry has basically ceased to exist. 

But cruising remains as ­alluring as ever—nature abhors a vacuum—and several of the production-boat builders that have filled it are conglomerates aimed at serving the nautical masses. 

One of the most notable, with a trio of popular lines (Hanse, Dehler and Moody), is Hanse Yachts AG, the German manufacturing colossus based on the Baltic Sea. This past fall, in our annual Boat of the Year competition , we tested their latest offering to the US market, the Hanse 510. It’s a rangy, state-of-the-art marvel that on many levels will never be confused with your basic Catalina 30. 

In contemporary cruising boats, some five decades down the track, the names aren’t the only things that have changed. One huge difference? The relative cost. Of the 19 nominees in the 2024 Boat of the Year fleet, over a third sported price tags at over a million bucks, including the Hanse 510.

From a design perspective, the 510 represents a new direction for Hanse. For many years, the Judel/Vrolijk design office was the firm’s principal naval architecture firm. But in 2021, Hanse handed the keys to the French team of Berret-Racoupeau. They delivered the critically acclaimed and commercially successful Hanse 460, with more than 230 boats sold.  

“The next logical step,” says US Hanse importer Doug Brophy, “was to replace our 508 with the 510. The 508 originated with the Hanse 490 and then went through a series of facelifts. We decided not to do facelifts anymore, but to develop a new boat with a new launch. And I think it would be harder to find a larger cockpit on a 50-foot boat than this one.”

Berret-Racoupeau has become a major force in the industry, with a client list that includes most of the top French and European catamaran and monohull builders. In a way, they’ve become a 21st-century Gallic version of Nathanael Herreshoff. However, where Capt. Nat generally reveled in rounded curves, low freeboard and overhanging sterns, the Frenchmen opt for hard angles, maximized beam and length, and voluminous interiors. Metaphorically speaking, comparing the Herreshoff school (or, for that matter, any of the designs of the 1960s and 1970s inspired by the Cruising Club of America’s CCA Rule) with contemporary production boats is like bringing a knife to a gunfight. 

Want proof? Check out the profile of the 510. The waterline is completely maxed out, with a reverse wave-piercing bow forward and a straight, razor-sharp transom astern (a drop-down transom gate serves as a swim platform and opens to a dinghy garage to stash a nearly 9-foot fully inflated tender). There’s not one but two sets of chines, forward and aft, an element that considerably opens up the interior floor plan. There are three windows in the hull, and, with 14 opening hatches on deck, the belowdecks staterooms are flooded with natural light and fresh air. 

Our test boat was adorned with a hardtop Bimini, which covered the entire cockpit with shade and had a sliding panel on Ronstan cars to open things up; a forward glass windshield linked to a fiberglass arch via an acrylic panel that shielded the cockpit from the breeze; and a barbecue and sink. All of which are options (as is a solar array), but these are such worthy, well-executed features that I couldn’t really imagine going without them. There are split cockpit tables, but you can also specify a high/low adjustable table that converts into a lounge, which would go along well with the foredeck sun pad. For the decks, there’s a choice between real teak and synthetic Flexiteek; for the hull colors, the choices in gelcoats are white and gray.  

The freeboard is as tall and considerable as the coachroof is low and sleek; aesthetically, it’s almost an afterthought. Bow and stern thrusters are practically a must because that freeboard represents considerable windage in tight quarters with the breeze on the beam. A forward sprit does double duty as the tack for a reaching sail and home to the ground tackle (a hefty Delta anchor). The single rudder is a deep blade (there are twin helms with Jefa steering), and a significant ballast bulb is attached to the keels (both the shoal and deep versions). Even dockside, the 510 looks raring to go. 

Construction is robust and straightforward. The hull and deck are balsa-cored, while the laminate is solid glass below the waterline. There’s a significant interior fiberglass grid to which the keel is anchored. The hull and deck are bonded and integrated with the toe-rail bulwarks. Additional fasteners are beneath each stanchion. The bulkheads are taped and bonded to the hull, and there are aluminum backing plates beneath each deck fitting. The main bulkhead is a reinforced composite laminate that serves as a compression post for the deck-stepped Seldén rig.

Our test ride sported a 12-volt electrical system with AGM batteries, but a lithium package is available. This boat was loaded with an air conditioner, a Fischer Panda generator, and a 110 hp Yanmar diesel with sail drive that trucked along at almost 8 knots with the throttle down to 2,500 rpm. The smooth emergency-­steering setup was as good as or better than anything we tested for the 2024 contest. 

Accommodations are equal to or roomier than a comfy shoreside condo. Our test boat was set up with the owner’s stateroom forward and a pair of good double-berth staterooms aft. The straight-line galley is to starboard, forward of the navigation desk, AC/DC panels and so on. There are a trio of fridges along with a freezer. (You will never want for a cold beverage on the 510.) To port, there’s a long settee with a high/low table that drops and converts to a berth. There’s a central island down the middle of the main cabin that includes, among other things, a pop-up television set. 

A four-stateroom, four-head layout is aimed at the charter trade. It includes a taut skipper’s cabin forward, which is a sail locker in the three-­staterooms configuration.  

Topsides, that aforementioned bowsprit opens up a foretriangle that accommodates a double-headsail rig: an outer stay with a genoa and an inner stay with a self-tacking jib, both easily controlled with Furlex furling drums. On our test boat, an in-mast furling mainsail was set off the tall spar (77 feet), though a traditional main is another option. The German-style double-ended mainsheet is a midboom arrangement. All the running rigging is led through belowdecks channels to winches and clutches well aft in the cockpit, and then to the dual steering pedestals. It’s a clean and tidy assemblage. 

In 10 to 12 knots of autumn breeze on Chesapeake Bay, the 510 acquitted itself very well. With the big headsail unfurled, it made close to 6 knots on a deep reach and scooted up to more than 8 knots coming up with the wind on the beam. Swapping over to the jib, the boatspeeds were equally favorable, making anywhere between 6 and 8 knots closehauled as the pressure fluctuated in the lulls and puffs. That deep rudder provided a lot of bite, and for pure performance, you can’t beat a long waterline. It was a very pleasant sail.

From soup to nuts, the yacht did everything you’d expect it to, with speed and dispatch—and it’s stylish to boot. There are good reasons that the big yards have come to dominate the big-boat marketplace. The Hanse 510 is a solid example why.

Herb McCormick is a CW editor-at-large and was a 2024 Boat of the Year judge .

Hanse 510 Specifications

LOA	52’5”
Beam	16’1”
Draft	6’6”/8’
Sail Area	1,023 sq. ft.
Displacement	37,346 lb
D/L	155
SA/D	18.1
Water	119 gal.
Fuel	53 gal.
Engine	80 hp diesel
Mast Height	77’3″
Design	Berret-­Racoupeau Design

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Price: $1,050,000 Contact : hanseyachtsag.com

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Hanse 360 nominated for British Yachting Awards 2024

The Hanse 360 has been nominated for the prestigious **British Yachting Awards 2024** in the highly competitive **Cruising Yacht category**.

As one of only six yachts shortlisted in this category, the Hanse 360 stands out as a top contender, continuing Hanse Yachts' tradition of excellence in yacht design and performance.

A new contender in the cruising yacht category

This nomination follows in the footsteps of the Hanse 460, which won the British Yachting Awards in the same category just last year. The 2022 win of the Hanse 460 underscored the brand's commitment to innovation and superior sailing experiences, and the Hanse 360 looks poised to carry on that legacy. Read more about the Hanse 460’s win here .

Hanse 360 - everything that a cruising yacht should be

The Hanse 360 is a perfect example of modern yacht design, blending performance, comfort, and ease of handling. With a sleek hull, cutting-edge sail controls, and spacious interiors, the Hanse 360 is designed for sailors looking for both adventure and relaxation. Its self-tacking jib and integrated navigation systems make it easy to handle, even with a small crew, while its luxurious cabin space and customizable layout ensure maximum comfort during long voyages. Discover more details about the Hanse 360 here .

This is the second major nomination for the Hanse 360, which was also shortlisted for the European Yacht of the Year 2025 in the Family Cruiser category. This double recognition highlights the yacht's versatile appeal and strong industry approval. Read more about the Hanse 360's nomination for the European Yacht of the Year .

What is the British Yachting Awards?

The British Yachting Awards are an annual celebration of the best achievements in sailing, organized by Sailing Today and Yachts & Yachting magazines. Launched in 2017, the awards recognize excellence in yacht design, equipment, and performance across various categories. Voted for by the public, the British Yachting Awards serve as a key indicator of which yachts and companies are leading the industry in innovation and customer satisfaction.

With its nomination for the 2024 awards, the Hanse 360 continues to uphold Hanse Yachts reputation for delivering world-class cruising yachts that are both technically advanced and designed for ultimate comfort.