class 9.50 sailboats

Dibley Yacht Design

The dibley design advantage, dibley classe 950, aimed at coastal, semi offshore and offshore short-handed racing, the classe 950 is an already established box rule offering a stepping stone from the  mini transit 650  to the  class 40  which is getting such good results and fleet numbers out of europe..

SPECIFICATIONS AND PRINCIPAL DIMENSIONS LOA: B0A: Draft: 9.50 m 3.70 m 2.40 m 31’ - 2” 12’ - 1” 7’ - 10” Displacement [measured]: 2,700 kg Upwind sail area: 80 m2 Downwind sail area: 155 m2 5,952 lb’s 861 sq.ft 1,668 sq.ft

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Is class 950 still relevant?

Discussion in ' Boat Design ' started by pironiero , Sep 17, 2020 .

pironiero Coping

Ive been searching for Class 950 content for last week or so and i cant seem to find any, is this class obsolete? Because i really want to build something of medium size and take a part in one design regattas but class 950 seems dead to me, am i wrong? if so-do not hesitate to give me an advice on what should i build base requirements are LOA about 10m ease of construction(same level as 950) and active racing community.  

gonzo Senior Member

The class 950 is a box rule. That means you either design it yourself, or if you want to be competitive buy a design from a good naval architect.  

gonzo said: ↑ The class 950 is a box rule. That means you either design it yourself, or if you want to be competitive buy a design from a good naval architect. Click to expand...

I don't know. You brought up the 950 class. If you don't want to comply with the rules build whatever you want.  

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waikikin Senior Member

pironiero said: ↑ But what's the point of there is not much of them in the world, why to comply with the rules? Click to expand...

Does anyone here have latest verions of Classe950 box rules?

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• Open source

Prototype for the new Class 9,50, offshore short handed racer;

The class 9,50 is a Box-rule similar to the Mini or the class40.

We collaboarte on this project with Hugues Farsy.

• Sailing boat

Alpa 9,50 - Alpa / STW000183

The Alpa 9,50 produced by the builder Alpa and designed by Danilo Cattadori, is a cabin cruiser for cruise, rigged Sloop

Technical data

cabin cruiser

Farryman 25 cv

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

Accomodation layouts

standard version

DOCUMENTS: Alpa 9,50

sail plan provided by the shipyard

pdf in high resolution with the shipyard's original sail plan

description of the boat

pdf in high resolution with descriptive article of the boat

If you find some wrong or lacking data of this boat, you can propose an update.

Technical forum: alpa 9,50.

I have a original Faryman engine on board, does anyone know what the dimensions of the propeller shaft bushings are. 08/04/2024 by stw-9556

Is someone knows The rig tension manufacturer specifications for the Alpa 9.5 ? 07/01/2024 by stw-533

Hi where is the boat and what is the price? thanks 01/01/2024 by stw-8603

hi, could some one knows, is the keel of the alpa 9.5 has iron or lead? does the metal is being cupsuled in the fiberglass or external? 03/08/2022 by stw-533

the metal is being cupsulated in the fiberglass, I don't know about the metal type. 07/01/2024 by stw-533

hello, does the alpa 9.5 has Iron keel or lead keel? 03/08/2022 by stw-533

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Winner 9.50

Sold : winner 9.50 , comfortable and fast cruiser with excellent sailing capabilities.

The Winner 9.50 is a sailing yacht known for its excellent sailing characteristics. The flowing lines combined with the moderate width and displacement make the Winner 950 a fast, elegant sailing yacht with superb handling. The large sail plan combined with the 1.70m deep draft give away the Winner 950’s potential for speed and sailing close to the wind. The balanced spade rudder ensures the Winner is easy to steer in demanding conditions. The sails are trimmed from the sheltered cockpit, using the total 6 winches. The traveler sits just in front of the companionway within easy reach. Thanks to the regular maintenance and improvements made by the current owner this Winner 950 is in top condition. The sail quiver includes; Hood battened mainsail, furling jib + genoa and spinnaker. Furthermore, all required navigation equipment is on board, such as a chart plotter with AIS that can be fitted outside in the cockpit.

Spacious interior designed according to high quality standard. The beautiful teak woodwork is still in great shape and the upholstery is clean and tidy. At PS of the companionway, there’s a well-equipped L-shaped galley with gimballed 3-burner stove and oven, cool box, sink and various cabinets. On SB side a chart table and behind it a spacious open hut with sleeping berths for 2 persons. The saloon has a comfortable seating for 6 persons and in the middle a large two-leaf wooden folding table. In the private front cabin the V-bed sleeps 2 persons. The heads, placed between the saloon and forward cabin, is equipped with Jabsco manual pump toilet and washbasin. On opposite side, there’s convenient storage space including a hanging closet. The Yanmar engine is easy accessible behind the companionway steps. This Winner 9.50 has a lot to offer in terms of equipment, comfort and pure sailing pleasure. Very worthwhile to visit and please make an appointment with us to show you over the boat.

Specification

Do you need more information about this boat ? Then please contact Sealion Yachts . You are welcome to call or send an email to make an appointment for visiting the boat. Disclaimer

Class 40 Sailing: First Impressions

• June 2nd, 2016
• Sailing Yacht

Now that some 4 weeks passed by since I´ve had my fist real offshore sailing experience with a Class 40 sailing yacht and with having gained some distance to that trip I am trying to sum up my experiences and bundle testimonies of my fellow crew mates to have a thorough review of what it is like to sail a Pogo 40. You may read the cruise report of the first leg here  and of the second leg under Gennaker here  .

First of all: Looking at the boat is an experience by itself. Being accustomed to the view onto classic yachts, seeing this compact, flat hull with its extra-wide stern is amazing. This hull seemingly promises to go fast by its looks alone. My heartbeat went faster upon arrival at the mooring and it was the same with the other crew members. Let´s board the ship and have a look around.

Rigging and Cockpit Layout of a Class 40

A Class 40 is made for single handed and double handing racing. That means first of all that all ropes and lines must be guided in a way that they could be worked upon from the cockpit. Which is done beautifully in the Pogo 40: All halyards run down within the massive carbon mast or over the cabin roof and through jammers and can thus easily be unlocked, brought on to the winch and worked with. Only for hoisting and reefing of the mainsail somebody has to proceed midship to the mast.

When sailing single or double handed – above all in race situations – maneuvers have to be carried out with speed. To assure this, everything has to be within reach of one person: And it is indeed! There is a sheet winch on either side of the cockpit, well within reach with the one mainsheet winch on the center-housing for the life raft. This winch can operate both sheets of jib and Genoa as well as the backstays which also run through spinlocks.

Traveller sheets end in spinlocks right vis-à-vis the mainsheet winch. So, in theory a lone sailor could handle all the running rigging alone. Which of course is proven by a dozen of single hand sailors on Class 40 yachts all over the oceans. Although the cockpit is with its 4.50 meters extremely wide, ways from winch to winch and to the tiller helms are very short. The timeframe from changing conditions to a reaction can thus be made very short.

Of course, our Pogo 40 was equipped with Lazy Jacks to have the ritual of taking down the main sail made as easy as possible, though I can state by my own experience that both hoisting these 70 square meters of canvas and taking them down properly was extremely hard work: I can barely imagine doing this all alone. Thank god electric winches are invented. I felt at home in our Pogo´s cockpit and after a few hours manning the different stations was a no brainer. Again: Being responsible for the whole ship alone should be trained very thoroughly. A Class 40 is far away from being a no frills boat control wise.

Class 40 Sailing: Fast Planing like a Rocket

That was something I was looking forward to the most when booking a cruise on this boat. After having done the interview with Sven, co-owner of SY KNUBBEL, a Pogo 12.50 (which can be read here ) I was impatiently waiting for that sensation when the hull does overcome the boundaries of the wave system and sails faster than her theoretical maximum hull speed. So, all hands on deck, hoist all sails-ho! And tell me now what´s this planing like?

“Planing is when this constant gurgling and bubbling at the stern suddenly stops and is substituted by a smooth Swoosh….- like sound”, tells Sven when I was asking him. Sitting at the helm of POGO 1 beating upwind with 11 to 12 knots I am shouting to the skipper: “Capt´n, at which speed will she start planing?” “We already are – it needs 8 knots”. And yes, looking aft in our wake I notice a white trail indicating the gliding of our hull. It´s just an awesome feeling!

Maintaining control over the ship´s bearing is easy: The Pogo 40 is equipped with twin rudders in such an arrangement that even when heeled extremely the lee-rudder will have full steering capabilities. There was never too much pressure on the rudders though we didn´t have had to cope with too severe gales or swell conditions. It felt quite easy to trim her course by giving rudder – she reacts very vivid and instantly to even smallest corrections. Steering whilst planing? No difference to the classic way of sailing.

Speaking of heeling: The Pogo 40 needs heeling. This process assures the exposure of a smallest possible wetted surface under water thus reducing resistance. She sails very stable even when heeled extremely to up to 40 degrees and I never had the impression of being unsafe. Roaming about on deck when heeled is tricky: It´s wet and slippery, there are ropes virtually everywhere and – when sailing with a crew of five – even a 4.50 meters wide cockpit can easily become cramped.

A truly unique experience was sailing under Gennaker (which can be read in detail here ). The Class 40 is trimmed to go downwind – and she will go as fast as hell! Fastest speed on our POGO 1 in light conditions has been 14 knots, our skipper told us of occasionally exceeding speeds of 20 knots easily. Again: This is a racing machine and riding this stallion must be done only by experienced skippers and crews. She´s definitely not a boat for the rookie.

The Beauty of Sailing a Class 40

Nevertheless, counting myself to the rookie side and looking at how my fellow crew mates managed their jobs on board – all of them with far more experience in sailing than me – with a good skipper sailing on a Class 40 is both exciting, full of adventure and thrilling on the one hand and filled with beauty and grace on the other. Seeing the Class 40 under all canvas, accelerating to full speed and starting to plane filles me with pure joy.

It is barely imaginable that any sailing vessel can sail faster than these kind of boats. I was puzzled when we were overtaking another sailing yacht going at full speed with engine in a matter of minutes, doing our 50 miles in less than 6 hours with light winds. Although it´s a frightening idea but I´d love to be sailing with a Pogo 40 when things get a bit rougher. Well … there are some cruises offered on the Pogo 40 in September. This do get rough in September … This yacht let endorphins flow to the liters, people do have a constant grin on their faces for it is extremely satisfying to sail on a Class 40. Going fast is satisfying: Who wouldn´t trade his VW Golf for a Porsche? I felt constrained to compare the beauty of these boats to the grace of the old square rigged Clipper ships, which might be a sacrilege, but thinking of it there are so much similarities to these fastest sailing vessels of forgotten times.

“She sails wet.”, said skipper Thomas when conducting the safety briefing. There was some water coming down the companionway indeed, but I read reviews of real tough regattas and saw pictures of saloons full of water, soaked cushion and no dry place left whatsoever. As well a frightening prospect, but hell, this must be an awesome experience!

Reviewing a Class 40 Interior

Down below a Class 40 like the Pogo 40 is a true miracle regarding space. She is a 40 ft. boat – I personally find 40 feet with more than 12.50 meters huge compared to my 33 ft. King´s Cruiser – but due to her extreme width of 4.50 meters internal space is just huge! Even with 5 adults leaving their berths, brushing teeth, searching for clothes and having a cup of coffee the saloon didn´t felt cramped at all.

The main saloon is dominated by the large navigation station right on the keel in the middle of the cabin. A seat, a rugged laptop, radio and plotter – even by poking one´s head down the companionway all essential data could be grabbed at once. Down the cabin in the middle is a big fridge and the large folding table which makes dining even with a big crew easy.

Due to the fact that this is a high performance yacht you shouldn´t expect panels or veneers: Even the massive structural stringers of the underbody structure is clearly visible. Watch your step! There´s an L-settee to the port side, a long settee on the starboard side right after the galley which features a two-fire stove, a large sink and working table.

The Pogo 40 features two aft cabins of which the starboard cabin is large enough for two persons, the port cabin has a berth too is also filled with machinery such as heating, vents and pumps and the main power control. Here a more than bare head is to be found: One can seal off when doing his business by having a curtain applied, but again: No doors, no real visual protection and no sound protection at all. It´s a race – not a cruise …

Next to these three possible berths there is more on the port side settees, two persons, another one on the starboard side and – whilst in port – the fore cabin could offer two additional berths. In the end, a crew of 8 persons could find a place to rest while on board but again, that´s just in theory.

When we have been underway with five people – four crew and one skipper – we´ve had two of us in the forepeak, me and another member in the aft cabin, skipper and the last crew member in the saloon berths. Though I didn´t slept on any of the other bunks, I guess I have been lucky indeed having won a berth in the comfortable aft cabin.

To sum it up: The interior won´t appeal to everyone since the isn´t any. Wooden surfaces are limited to galley and folding table, cushion is water proof and so not very cozy (the color being grey does add nothing to create a “ship-like” atmosphere as well) and there is bare GRP everywhere you look. She´s a pure racer. Oh, is she?

Cruising with a Class 40?

There are more owner cruising with their boats than serious racers. You can do cruising with these boats: They have everything needed. This ship is large enough to have provisions and fuel for Blue Water passages, more than enough space and – above all – it will bring you faster to the destinations of your dreams or – being fast above all – allows to stay longer because of reduced sailing time. I guess, a Pogo-concept of fast sailing does correlate with a French sailing philosophy (which I tried to look into here  by interviewing Charly Fernbach of Pogo structures and naval designer-legend Marc Lombard).

If one can adapt to this bare and uncomplicated style of sailing by actively abstaining from luxury I would say yeah, cruising with a Class 40 can be done and should be done! Why wasting precious time on lame old fashioned cruisers? Why not prowl the oceans with speed, arrive early and spend more time? Well, I guess it´s because these days a classy wooden Hallberg-Rassy interior has its fans still – and besides, controlling a yacht like the Pogo 40, going wet and fast with extreme heeling is prospect of asking too much of the ordinary family skipper.

Looking at the sparse interior fitting – even when thinking of replacing the faux water proof leather of the cushion by a friendlier, fresher color, it´s still hard to envision myself and my family going on a long cruise (even a short one) in this boat. Well, envisioning myself I can, but the family … Nevertheless, there are reports of some families doing exactly this.

And the more I think about it – given that I can build up more and more competence and sailing abilities over time – this idea becomes attractive and tempting to dream of ever more. I just love this no-frills-approach to sailing (apart from the not-so-no-frills demand of the boat to be controlled with aplomb), this clean, white, bare surfaces. No wooden panels to care about, easy to maintain and clean, no doors, no portholes – no frills.

I fell in love …

And with all these no frills-commodities, there comes so much joy, so much adventure, so much fun. So much demanding in this boat and – which is most attractive I would say – so much gain in reachable distance! Going faster than 10 knots at virtually any time increases the range of activities extremely: Going faster could mean to reach more distant places or reach more places in the same time. Fascinating. And, sadly enough, unreachable for me (and totally impractical as well). But there´s a solution: Simply by booking another cruise on these fantastic sailing machines.

An alternative for owners who seriously consider to get a Class 40 could be the smaller yet comparable Class 9.50 racer of which some interesting boats are on the market, or – very interesting indeed – a Beneteau Figaro II. A sailing yacht legend of which I am going to publish a couple or articles in the near future.

Bottom line: Class 40 sailing has opened my eyes and thinking back to the wonderful 110 miles aboard POGO 1 still thrills me.

Thanks to Ole Macke for these wonderful Pictures

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• Sailboat Guide

Tofinou 9.5

Tofinou 9.5 is a 31 ′ 2 ″ / 9.5 m monohull sailboat designed by Joubert-Nivelt and built by Latitude 46 starting in 2003.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Royal Navy seizes cocaine worth £40m from Caribbean smugglers

HMS Trent confiscated half a tonne of the Class A drug from a speed boat south of the Dominican Republic earlier this month, taking its annual total of seizures to more than £550m.

Sunday 25 August 2024 19:54, UK

A British warship has seized cocaine with a street value of more than £40m from drug traffickers in the Caribbean, the Royal Navy has said.

HMS Trent confiscated half a tonne, or 506kg, of the Class A narcotic after it intercepted a speed boat suspected to be smuggling cocaine around 120 nautical miles (138 miles/222km) south of the Dominican Republic earlier this month.

The vessel has taken close to seven tonnes of drugs worth £551m from traffickers in six busts this year.

Royal Marines and US Coast Guard boarded the smugglers' boat, supported by a US Maritime Patrol Aircraft flying overhead.

The smugglers threw their cargo overboard, but all contraband was seized and three smugglers were handed over to US authorities for prosecution, along with the drugs.

HMS Trent's Commanding Officer, Commander Tim Langford, said: "This successful operation with our American partners demonstrates HMS Trent's ability to support trafficking operations in the Caribbean Sea."

"Every member of my team can be proud of another significant haul - the sixth this year."

More on Caribbean

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Hurricane Beryl: Jamaica hit by powerful storm

Hurricane Beryl: Why did deadly storm form so early and why has it been so intense?

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The Royal Navy said in a statement the latest seizure underscores its "vital role in maintaining maritime security and upholding international law both at home and abroad".

"HMS Trent has now seized 6,995kg of drugs in 2024 as part of this multinational effort, working closely with the US Coast Guard and the Joint Interagency Task Force (South)," it added.

Keep up with the latest news from the UK and around the world by following Sky News

Read more from Sky News: Astronauts on space station to return next February Starmer: Things 'will get worse before it gets better'

The ship will stay in the Caribbean during hurricane season (June to November) "to stem the flow of illegal cargo through the region", the Navy said.

Armed Forces minister Luke Pollard said: "We are sending a clear message to drug traffickers that nowhere is safe and we will disrupt and dismantle their operations wherever they are in the world."

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Machine learning explains material’s thermal conductivity

By chris dawson cornell engineering.

Using a combination of machine learning and powerful X-rays, Cornell researchers have solved a mystery behind the unusual behavior seen in a class of materials with potential for thermoelectric energy conversion and other applications.

Researchers have long shown that the cubic phase of germanium telluride (GeTe) exhibits an unexpected rise in lattice thermal conductivity as its temperature increases. But knowing that a property exists and explaining why it exists are two very different things.

Zhiting Tian, associate professor at the Sibley School of Mechanical and Aerospace Engineering in Cornell Engineering, is the lead author of a new paper in  Nature Communications that provides a convincing explanation for the unexpected behavior of GeTe. More generally, the research deepens researchers’ understanding of thermal transport in a class of materials known as phase-change materials.

What Tian and her team of researchers found is that as a sample of GeTe is heated to the point where its phase changes from a rhombohedral structure to a cubic structure, the bonds between second-nearest neighbors of like atoms (Ge-Ge and Te-Te) strengthen considerably. Ge-Ge bond strength increased by 8.3% and the strength of Te-Te bonds increased by a remarkable 103% as the sample’s temperature rose from 693 degres Kelvin to 850 degrees Kelvin.

The group used machine learning-assisted first-principles calculations corroborated by X-ray scattering measurements to computationally reproduce the increasing thermal conductivity trend for the first time. They then borrowed a commonly used chemistry technique to perform the bonding analysis, and confirmed that these increasingly strong second-nearest neighbor bonds play a major role in GeTe’s previously unexplained increase in lattice thermal conductivity.

“Computationally, it was quite prohibitive to look at temperature effects and to consider higher-order scattering, for example,” Tian said. “But because we were able to leverage machine learning potential, we were able to more efficiently extract the interactions and consider the multiple effects – temperature dependence, four-phonon scattering, and coherence contribution – all at once.”

Phase-change materials such as GeTe are valued for their usefulness in a range of optical and electronic applications. Their optical and electrical properties change markedly depending on which of several stable phase states they are in and these phase states can be easily reversed. Moreover, GeTe has been talked about as a replacement for the semiconductor lead telluride as a thermoelectric material, due to lead’s inherent toxicity, according to Tian, who is a faculty fellow at the Cornell Atkinson Center for Sustainability.

The work demonstrates an efficient and thorough pathway toward accurate modeling of materials near phase transitions or at high temperatures that have promise for phase change, thermoelectric and other energy applications.

“We also identified other materials which showed a similar increase in conductivity, including tin-telluride and tin-selenide,” Tian said. “And so we hope our work will spark interest in looking deeper into the thermal transport behavior of other phase-change materials.”

The work was supported by Tian’s National Science Foundation CAREER Award.

Chris Dawson is a communications coordinator for Cornell Engineering.

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