my jade yacht

Jade Yachts 959

Used boats for sale, power boats over 50ft.

Buy with Confidence

CRN Megayachts

YACHT ID NUMBER

YEAR LAUNCHED

LENGTH OVER ALL

58.20 m / 190 ft 9 in

NAVAL ARCHITECT

CRN Engineering

EXTERIOR DESIGN

Zuccon International Project

INTERIOR DESIGN

Zuccon International Project + CRN Interior Design

vessel with a vibrant identity

Her individual spatial solutions and formal features make her an instantly recognisable yacht. The warm grey hull contrasts with the white superstructure in a striking, aggressive design. The innovative float-in tender garage becomes a swimming pool that combines with the indoor–outdoor beach club to create a fabulous open-air living area at the water’s edge.

Specifications

HULL/ SUPERSTRUCTURE

Steel/Aluminium

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Let's talk about your idea..

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CRN Shipyard Via Enrico Mattei, 26 60125 Ancona Italy

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Ferretti S.p.A.

Tax code and VAT no. 04485970968 Registered Office Via Irma Bandiera, 62 – 47841 Cattolica (RN) Italy REA no. RN 296608 - Companies Register no. 04485970968 Share capital € 338.482.654,00 fully paid-up PEC: [email protected]

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Engineered by: Yodigito

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New details revealed about Heesen’s 50m Project Jade

Already under construction at Heesen ’s Oss facility, 50 metre Project Jade is the third yacht in the yard’s new 50-metre semi-displacement series. With her keel laid in December 2021, she is awaiting a new owner to personalise the project and take advantage of the yacht’s spring 2024 delivery.

Dutch builder Heesen has collaborated with Omega Architects’ Frank Laupman for Project Jade’s “curvy and sporty” exterior lines, while Cristiano Gatto Design is in charge of her “modern but cosy interior design”.

Here, the team behind Project Jade reveal what will make her stand out from the crowd when she hits the water in less than two years’ time.

She is the first of her kind

Jade’s sporty lines mean that she will look elegant on the water, but she is also a technical powerhouse. She is the first yacht series measuring below 500GT to also comply with IMO Tier-III regulations and comes with a range of 3,100nm when travelling at an economical speed of 11 knots.

As with many of Heesen’s designs, her impressive top speed (Jade will be able to reach 23 knots) is down to smart naval architecture rather than pure horsepower. “The optimisation of the hull design is 12% more efficient than her predecessor, the Satori series,” explains Heesen’s Chief Commercial Officer Friso Visser. “This was achieved by streamlining the underwater body, keeping the transom depth to a minimum, raising the propellers and reducing the overall draft to just 2.15 metres – so she is perfect for cruising in shallow waters.”

Laupman wanted to make this new Heesen series look distinct. “To support her dynamic character, we curved her bow to point more downwards,” he explains. The way in which her hull and superstructure are integrated was “inspired by the sculptural qualities of the 2013 Heesen yacht Galactica Star ”.

“ Galactica Star ’s iconic rounded arch at the transom was made more square for Jade. Her exterior is more specific, with two curves almost stacked on top and after one another. These lines embrace the exterior space on the aft decks and create a special protective character. It was important that this space was kept open, so it did not increase the gross tonnage,” he adds.

Continuing a legacy

As the third yacht in the series, Jade will mark another milestone in the development of Heesen’s 50m aluminium semi-displacement range. “Something that might not be so obvious about the series is that it is inspired by precious stones,” explains interior designer Gatto. The first unit, Aquamarine , was followed by Sapphire and now, Jade. “Many years have passed since the first of the series. Jade is a step forward, a step taken with the awareness of growth and improvement.”

The meaning behind the name Jade is also subtly reflected in the design. The yacht’s namesake stone inspired bold pops of green throughout, complemented by natural mirrors and tempered glass that mimic the seabed, and earthy materials such as shaded grey leather, white gold-veined marble and cool stainless steel. Ultimately, the end goal is to “deliver to the owner a precious stone,” adds Gatto.

Her design is made to last

Just like her name, Jade shares many similarities with her sisterships, but also a few key differences. “By keeping Jade as close to the original design as possible, we are able to secure good delivery times, and maintain high standards of quality,” says Visser. “We may have started this project a year ago, but we planned for it to continue for at least a decade,” adds Gatto.

To stand the test of time, the previous 50m design was enhanced. “To evolve the design, we started by finding the essence of the initial design, refined it and then enriched it,” says Gatto. The outcome saw Jade designed with features that make better use of the space available.

“In the wheelhouse, we made the windows appear in only three surfaces so that the view is less disturbed,” says Laupman. “The full-height beach club has become one surface that merges into the swim platform once the hatch is down, which affords a raised sunpad and whirlpool on the aft deck,” he adds.

Gatto was able to create a “fresh, modern and contemporary” interior – one that can be changed to suit the future owner’s tastes. “I designed Jade by looking through the eyes of a client,” adds Gatto. “Just like a blank canvas, Jade's interiors will be coloured in accordance with the owner's desires, as if she is a melody written just for them.” The customisation options inside Jade include choices of material, colours and loose furniture.

Light is a key feature

A core feature of the interior is the mixture of materials and textured finishes that reflect natural light from the abundant windows. “There is no coldness in this interior like there often is with minimalism,” says Gatto. “The amount of light is thanks to the architectural detail – there is no need for a lot of lamps – and the light and shadow effects in this project are sculptural elements that define the design.”

Jade has been built with an innovative interior layout. “The layout is fascinating,” says Gatto. “The features we put in are what, in my opinion, makes this project a success.” An example of this original layout can be found on the main deck, where the large saloon has almost no divisions between the interior and exterior.

Further inside, guests will come across the China room, a space dedicated to entertaining. “The number of square metres and the volume of this space is enormous,” says Gatto – as is the owner’s suite, which boasts a walk-in dressing room, a feature that is not common for this size of boat. The sundeck, with its Jacuzzi, bar and large seating area, is another key meeting point on board. “With all these spaces, there is a consistent style and rhythm,” adds Gatto. “The first impression for Jade’s future owner should be that she is an environment that has been powerfully designed,” he adds.

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BALTIC SEA Jade Yachts | From EUR€ 53,000/wk

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BALTIC SEA has 25 Photos

Baltic Sea News

24m Catamaran Sunreef 80 Gija delivered

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REFLECTIONS | From US$ 53,000/wk

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BALTIC SEA Jade Yachts | From EUR€ 53,000 /wk

Motor Yacht BALTIC SEA is an outstanding steel tri-deck luxury vessel that was launched in 2011 by Jade Yachts. She has an overall length of 28.00m (91' 10") and can accommodate up to 8 guests in 4 cabins, with a crew of 6 ensuring everyone has a fabulous, relaxing time onboard.

NOTABLE FEATURES OF BALTIC SEA: ~Classic and characteristic appearance ~Timeless interiors ~Skylounge bar ~Spacious guest cabins ~Choice selection of water toys ~Air conditioning ~ Underway stabilizers

Guests arriving by tender have easy access to the main deck aft from the swim platform, and the aforementioned area has a sofa integrated along the stern, a raised dining table and additional chairs, with a drinks cabinet behind.

The upper deck provides a quiet outdoor space off the sky lounge where guests can relax on the starboard corner sofa with padded coffee table to savour the sunset views.

On the flybridge above, sun loungers line the stern and the hardtop shades sofas integrated into the sides as well as a port-side wet bar and alfresco dining area opposite designed to seat all eight guests. The forward section is furnished with seats and helm controls, and guests can watch the action as M/Y BALTIC SEA comes into port.

The beautiful interiors have a traditional appearance that uses rich wooden panelling and cream-coloured furnishings to create a warm and welcoming environment ideal for any occasion.

The lower deck hosts the guest and crew accommodation, with room in the stern for water toys. On the main deck, the forward space is reserved for the Master suite, behind which is the open-plan formal dining area and main salon. The formal dining area provides an atmospheric and tranquil setting for six guests to have a meal together, with the large windows to port and starboard providing plenty of light and great views of the surroundings. The salon to the aft places a U-shaped sofa in the aft port corner, along with a covered ottoman that doubles as a footrest.

BALTIC SEA Specifications

The upper deck places the helm station forward and behind is the sky lounge, which has a similar setting to the main salon with a bar on the port side forward and a corner sofa and covered ottoman aft to port.

A pair of MAN engines produce a combined 1618 kW for a top speed of 13 knots, a cruising speed of 9.5 knots and a range of 2000 nautical miles, with fuel consumption of 100 litres per hour cruising.

Yacht Charter Accommodation

Accommodation is in 4 double cabins, for up to 8 guests.

Charter Amenities and Extras

Tenders & Toys: ~Tender Williams 445 ~Jet-Ski - Sea-Doo ~Inflatable towable doughnut ~Windsurer ~Paddleboard ~Adult Water-Skis

Charter Yacht Disclaimer

This document is not contractual. The yacht charters and their particulars displayed in the results above are displayed in good faith and whilst believed to be correct are not guaranteed. CharterWorld Limited does not warrant or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information and/or images displayed. All information is subject to change without notice and is without warrantee. A professional CharterWorld yacht charter consultant will discuss each charter during your charter selection process. Starting prices are shown in a range of currencies for a one-week charter, unless otherwise marked. Exact pricing and other details will be confirmed on the particular charter contract. Just follow the "reserve this yacht charter" link for your chosen yacht charter or contact us and someone from the CharterWorld team will be in touch shortly.

BALTIC SEA Enquiry

HOT PURSUIT | From US$ 53,000/wk

LIMITLESS | From US$ 52,950/wk

UKIEL | From EUR€ 52,950/wk

M/V Jade Panama'

Pacific Northwest Adventures

76′ Rayburn Custom – Jade Panama’

If you follow our updates, you saw that we recently made a change and did a serious step up in Vessels. While both previous vessels were wonderful (2011 Californian LRC 55, and 1989 Tollycraft 53), they each had their downsides. Mostly for me it was about the systems on board and capabilities. While our current cruising grounds don’t require an ocean capable vessel, having the extra weight and stabilizers along sure make those days crossing the straights with less than ideal conditions much more palatable.

That brings us to our newest (and hopefully last for a LONG while) vessel. Dubbed Watermark at its launch, Jade Panama’ is a custom designed and built Rayburn that was built not too far from here in British Columbia.

WATERMARK was built for an experienced yachting couple who wanted to explore the world. Extensive planning was done for this yacht and the owner was on site daily throughout the construction. The architect designed a sea kindly hull intended for extensive offshore cruising by a retired couple, neither of whom are mechanics or technicians, so they could operate the vessel without crew. To help meet these requirements, labor saving mechanical systems and equipment were incorporated and redundancy was built into all critical systems. Systems crucial to basic vessel operation were kept simple to increase reliability and reduce maintenance.

Since the owners anticipated extended passages in the open sea, safety and seaworthiness were critical. Their intention to cruise in remote parts of the world dictated the selection of equipment, and all mechanical, electrical and plumbing components are readily available and serviceable worldwide. Maintenance of watertight integrity was important, as was the minimizing of motion in rough water. Routine stability checks by the architect confirmed that the vessel was designed with an abundant margin of safety. Comparison with the USCG weather criteria for ocean going vessels in fully exposed water conditions (a conservative measurement for ships that entails 100 knot winds) indicates that by the most conservative calculations this vessel exceeds the criteria by an impressive 14% margin. Other sea keeping considerations include: a motion-dampened hull form augmented by active stabilization: freeboard and bow sections that offer resistance to pitch and vertical acceleration. The fine bow with narrow chine forward keeps running resistance low in all sea conditions and ensures that very little water is taken over the bow.

The hull laminate schedule from exterior to internal includes 4 x CDM 3408 fiberglass reinforcing, 1″ Corecell A550 core, 4 x CDM 3408. The entire exterior hull laminate is impregnated with vinylester resin. Keel laminate is 1.5″ solid CDM 3408. Two runs of 12oz. to 19 oz. Kevlar was added to outer shell laminate in strategic areas. Hull bottom framing is Nida-Core encapsulated with 4 runs if 1708 in engine room and 3 runs forward of the engine room. Longitudinal reinforcement is 3 x 1708 encapsulated H55 PVC foam.

Engine / Mechanical / Electrical Equipment

Main Engines: 2 x Caterpillar 3406E rated output is 800 h.p. each @ 2300 RPM with flange mounted Twin Disc MG 5114 2.5:1 reduction gears, wet exhausts, and freshwater heat exchanged.

Controls: Twin Disc Electronic (4 stations)

Engine room ventilation: Delta T

Fuel Filters: Dual Racor 75/1000 – fuel polishing capability though transfer system.

Prop shafts: Strut mounted with Cutlass bearings, 3.5″ Aquamet 22 HS with Tides Marine seals.

Props: 37×32 5 blade Nibral

Steering: Jastram hydraulic with power assist via pumps on mains. Dual rudder actuators and full follow-up jog lever controls at port and starboard wing controls. Passive helm pumps at pilothouse and flybridge helms. Rudders are semi-balanced foil type constructed of stainless steel plate.

Hydraulics: Naiad fully integrated system, dual pumps off of main engine gears.

Windlass: 2 x Maxwell 4500 hydraulic with controls a t the fore deck, pilothouse and flybridge.

Ground tackle: Two 50Kg Bruce anchors, stem mounted over and under on centerline with 400′ each 1/2″ Grade 60 HDG chain per side. One 40 lb. Fortress with 30′ of 3/8″ HDG chain and 300′ nylon rode.

Stabilizers: Naiad 254 w/ 9 sq.ft. fins

Bow thruster: Naiad Model 10 LHT

Stern thruster: Naiad Model 10 LHT

Davit: Steelhead 2000, 24vDC/hydraulic

Mast: hinged and hydraulically powered by davit power pack.

HVAC: Marine Air Systems 9 ton, hydronic, chilled water with heating and individual thermostat controls in each compartment.

Two Trace 4000 Inverters, boost transformers.

Shore Power 240V/100 amp.

Power converter – Ocean Electro system (50Hz to 60 Hz)

Generators: 1 x Northern Lights 32kW and 1 x Northern Lights16kW generator 120/240VAC 60 Hz. 1800 rpm.

Corrosion control: Electro-Guard active corrosion monitoring

Watermaker: Sea Recovery Aqua Whisper SRC AWM 1800-2

Water System: Headhunter dual 24vDC pumps, UV protected shore water.

Fire Extinguishing: FireBoy FM-200 fixed system for engine room with automatic and remote triggers. Portable units throughout vessel.

Vessel Alarm System: multiple sensors to include tank levels. nav light function, AC and DC systems voltage, bilge high water, smoke and carbon monoxide detectors, low freezer temp., engine room high temp., door and port light sensors.

Other: Glendenning CM-8 Shore Power Cord Retractors, Kahlenburg dual trumpet horns, 115VAC compressor with 5 gal. receiver tank, Pin Craft hydraulic passarelle, Reverso lube oil change system, Oberdorfer fuel transfer pump w/ GPI FM-100 flow meter, Headhunter Marine Sanitation Device – Royal Fox RF 50B, Panasonic KX-TA624, engine room stereo system, fuel fill indicators.

As you can see, she is complex… much more complex than the previous vessels, but I am quickly getting up to speed on all her systems.

With a proper Wheelhouse, a fabulous Flybridge, along with Wing Stations on Port and Starboard she is so easy to operate. It also has a wired remote on the stern that was used when stern tying in the Med.

Lastly, my wife’s favorite parts, the Galley and Staterooms. Beautiful Honduran Mahogany throughout, large staterooms with private heads, a main level day head, and even a walk in freezer for those long passages in a full size laundry room.

We truly are blessed to enjoy such an amazing vessel. For some older walk through videos, you can see a couple done by previous listing agents on YouTube.

She was originally built as Watermark – you can see it in closer to original form on this old  YouTube link .

She was then refit/updated around 2015 and you can see some of the changes here on this  YouTube link .

Well, that was quick…

Well, about 1 year exactly after purchasing Jade Panama’ 3.0 (The Californian 55 LRC), we have already made a change! You see, there has been this boat that has been on our list of our ideal dream boat for about 4 years. It was owned by friends of ours and we had always told them… if you ever decide to sell it, to please let us know.

When we bought the Californian, we did talk with them and they were not ready… figured it would be another 3-4 years. So we thought perfect, we can buy the Californian, use it for 3-4 years, and then take the plunge. Well, if these times have showed us anything its that we need to be prepared for change and the unexpected. It all started with an innocent text, … “Were you serious about wanting to buy Chillin’?” When I got this I ran to my beautiful wife and first mate to show her the text. Did it mean that they wanted to sell???

I eagerly replied that we absolutely were interested. This set off 4+ months of talks, discussions, plans etc, and eventually, we ended up with a vessel we truly know we will be calling our own for MANY years to come.

Let me introduce the next Jade Panama’… the 76′ Rayburn Custom originally built as Watermark in 2001. This vessel has seen the world. It was originally designed and built by a couple with many requirements, but they essentially rolled up into 3 primary items. 1- It needed to be able to be ran by a couple without crew. 2 – It needed the ability to cruise anywhere in the world. 3- It demanded the utmost from its build quality and seakeeping abilities.

All of these were accomplished in breathtaking fashion. The vessel is loaded with binder upon binder with every build detail documented to the nth degree. All the way down to a binder that does nothing but document every piece of wood trim on the entire boat, its dimensions, fit, finish etc. Same said for every other system that can be found on the vessel. For a guy like me, this is a dream come true. Rayburn also is/was well known for the absolutely top build quality, and is on par with Delta in this respect. That’s no small feat.

Once the boat was commissioned in British Columbia at the Rayburn factory, it set sail and ventured up to Alaska, then back down south all the way down the coast past Panama’ and down the Western Coast of South America. She came back North, through the Canal, South again along the coast of South America and on to the Caribbean where she eventually crossed the Atlantic on her own bottom to Europe where she spent 4 years on the Mediterranean sea. She worked her way back to the US via the northern route, back down the East Coast of the US to Florida where the next Owners took possession. Ultimately our friends purchased her and shipped her back to the PNW where they enjoyed her for 5 years around the PNW Puget Sound Waters.

She was originally built as Watermark – you can see it in closer to original form on this old YouTube link .

She was then refit/updated around 2015 and you can see some of the changes here on this YouTube link .

and Now… she is Jade Panama’

Isn’t she lovely :)… ok, I am biased. But, ultimately her build quality is stunning. All interior is Honduran Mohagany and she is stunning. Even better, the previous owner was meticulous about maintenance and records, and upgraded all the electronics etc as well.

More to come as we get comfortable with her, but needless to say… we feel blessed and excited!

Power Flexibility

As you may have read in a previous post – Need More Power – we added a pretty cool system to simplify our power usage on Jade Panama’ and give us some pretty nice benefits. However, there was one area that still needed to be addressed. Our boat has only a 50a / 240v plug in / input. So, we either are on a dock with 50a/240v service, or even potentially two 30a of opposite phase, or run our gen.

Frequently in the PNW when we get to a dock without 50a/240v power, they will have multiple 30 120v plugs which when on the opposite phase can be combined with a smart combiner to create a 30a/240v power supply. This works well with our system as we can just tell the Victron Quattro that we only have a 30a supply and it will limit power draw to that and supplement any addition power need by the Assist mode and pull from the batteries.

However… and this is the gotcha, there are three other scenarios that are unfortunately more common that we would like. They are docks where there is only a single 30a feed, docks where there are multiple 30a feeds but are fed from a 3 phase supply which results in a large voltage drop when combined, and lately the new ELCI power where you cant use the smart combiner to simulate a 240v supply as they will just trip the breakers.

So, what do we do to account for the above?? Well, what I did is we added a 30 power input plug to Jade Panama. We run this 30a/120v input into a Victron Autotransformer which has the ability to step up the voltage from 120v to 240v. When you do this your amperage is obviously cut in half so now a 30a 120v input becomes a 15a 240v supply, but because of capabilities of our Quattro, this works quite well. Remember from the previous article, the Quattro can do current limiting, and when additional current is needed above and beyond the supply, it will assist from the battery bank. We just set the current limit to 15a, and while 15a/240v is not a huge supply, on average it tends to do just fine. When the AC or Heat is not on, the draw is less and it will be recharging the bank… when those systems are turned on, it goes into assist mode.

We tested this a few weeks ago in Poulsbo which has the ELCI power, and ran for 3 days using a good amount of Heat (reverse AC), and we were able to function quite normally with the Quattro charging and assisting as necessary on a single 30a/120v circuit. It worked flawlessly.

To complete the install, I put another AC selector switch by this new AutoTransformer which selects between the 30a/120v input and the 240v input, and sends that power up to the panel and ultimately to the Quattro. This ended up being a very simple yet elegant solution to our need.

One additional note – the dock crew at Poulsbo mentioned that if we had a non smart Y combiner (take 2 – 30a/120v leads and combined them to a 30a/240v of opposite phases) that this will allow you to use both legs without tripping the breakers. Its the smart functionality in the combiners that causes issues. I have not tried this yet but may test it out in a future visit. Note – you would want to take care to be sure you were on opposite phases for true 240v applications.

Need More Power…

Well, what can I say, we love our new vessel. When we purchased there was of course a punch list of things that needed addressed ( see So It Begins ), but overall they were very minor. Some of it was just getting things organized, investigating and documenting how things worked. We needed an Ice maker, and addl freezer room etc. You know.. those Big Things! lol. For those of you who have purchased a cruising vessel, you know these are all trivial. We have been blessed.

There are a few items that were a little more involved that needed addressed. First, the generator has issues starting from cold. needs several crank cycles to start up forcing an OC error on the Kohler. This one is currently being addressed. Second, we also have no easy heat options for the winter. By easy, I mean things that don’t require constant power. There are 4 reverse AC units on the vessel, which provide good heat, but only if you have short power, or run the Gen 24/7 which we hate doing. This led me to investigating several solutions. A popular option is adding a diesel hydronic furnace. Our previous vessel had this and we loved it. However, quotes were coming in around $30K-$40K to add this. ouch. But, I didn’t have an option… until…I thought about the issue a little differently.

Not too long ago a fellow Navigator / Seattle owner installed a system on his Navigator to address this very problem. ( Ellie Yacht ) At first, it didn’t click for me. I had envied his system, but to me it was more about hanging out all summer and barely having to run the Gen. Then one day the light bulb went off…that same system could also supply POWER for the reverse AC units while not plugged in. What is this system??? LiFEPO4 and some beautiful Victron equipment.

So, before going into my solution, here is a not so brief outline of batteries and how I came to selecting the LiFePO4 solution.

For those of you who have ever looked into batteries and suppling power to inverters, you know there are many options. Flooded Lead Acid Deep Cycle (FLA), AGM, Carbon Foam AGM, and more recently LiFEPO4 (Lithium Iron Phosphate). They all have their pros and cons for different uses. The traditional FLA are plentiful, and cheap, but they are heavy, life span is relatively short, and usable stored energy is small. To put it in perspective, a FLA battery (Group 27) may have 100 Ah (amp hours) available to it, but due to the construction of the battery, its only really usable from 100-60% charge w/o causing long term damage to the life of the battery, resulting in only 40Ah of available power. They are also sensitive to storing them at charge states less than 100%. Finally, they have a limited life span, typically 200-300 cycles. AGMs help in this space, and are less sensitive to storage charges. They also increase the available usage capacity beyond the Lead Acid, giving about 50% usable capacity for repeated use (now giving us maybe 50-60 Ah of usable power per battery). They also offer around double the charge cycles over the FLA counterpart. This helps to offset the additional cost of an AGM over FLA. There are also niceties like not having to deal with the dangers of the liquid acid portion of a FLA.

In recent years, alternatives have come up which improve on the AGM design including options like FireFly’s Carbon Foam AGM. The different chemistry allows for a larger discharge capacity (up to 80%), and removes the issue of sulfation which is what kills an AGM. This is caused by repeated storage at partial state of charge. This is a great improvement especially over the FLA deep discharge counterparts. This now could give us closer to 70-80 Ah of available power on a similar Gp27 battery. They also improve cycles to a reported 800-1000 cycles. The downfall is they are still very expensive, heavy and fairly large groups are needed for the power demanded.

And last but not least, LiFEPO4. While not “new”, they are just recently being used in more DIY systems. These batteries have been around now in transportation commonly for at least 20 years. Electric trucks and cars have been using them for at least that period with remarkable results. LiFePO4 have the ability to provide a large discharge capacity (80%), high density of power in a small package (group 27 of 138 Ah), and half the weight of the FLA counterpart. (110Ah of available power per battery… compared to the 40 of the FLA) Best of all, their longevity can provide for upward of 4000 charge cycles. This comes at a cost… They are pricey at 6-10 times the cost of a FLA. They also require great care in how they are charged and maintained. They are also sensitive to over and under charging, as well as the temperatures of where they are stored and used. A big positive is they can accept a HIGH rate of charge. They can accept 10x the amperage you could push into a FLA, allowing you to draw them low and then fill them back up in very quick fashion. Ultimately, the large capacity, longevity, small footprint, and ability to charge quickly won me over.

So… Back to my solution. I chose to go with a system of 12 – Valence U27-12xp batteries. These are 138 ah batteries that were originally used in electric truck and delivery vans in the early 2000’s. They can be found through various second hand markets for a fraction of what similar batteries go for new. Even at 15 years old, they are still around $500/ea, but this sure beats the $2000-$2500 for a similar new battery available today. The best part is, the chemistry of these could care less how old they are. Its all about how many cycles were on them, and were they stored properly over that time. The good news is, they all have little ecu’s on them which store and log their entire use history.. including how many cycles they have had and any time they were improperly stored or charged. I was able to source 12 of these that ranged from 25 cycles to 150 cycles all with a good history. This means worst case, I have 3800 cycles left! If I were to completely discharge and recharge them 100 times per year, I still have 38 years of life left on them! I keep all the batteries balanced and operating within safe limits through the use of a BMS (Battery Management System). I went with one from Muller Industries. I am still debugging a few little issues, but overall it seems to be a good solution. I am told they have a new internet configurable BMS coming out next year which would really make me happy as I hate the black box approach where I cant see and control things as i wish.

To maximize the ability to quickly charge and provide a high output of power to the inverter, I chose to configure these in a 48V system of 3 parallel groups of 4 batteries wired in series. This gives me 414 amp hours @ 48V (nearly 20KWh). When you think about usable range of 80%, this results in 330 Ah of usable energy. (nearly 16 kWh) Or, enough to supply an average 1600 watts output for 10 hours! On our vessel, we consume around 700 W minimum by just operating base systems. 2 of our AC units draw 1200W/ea (salon and Pilot House), and the two stateroom systems draw around 500W/ea. The water heater under full load draws 1500W.

Over the winter, the demands are higher. We are constantly running heat (cycling on and off), and are able to run about 5 hours during the day when everything is running, and a full 10 over the night with just the cycling of heaters in the staterooms. This is phenomenal in my eyes. In the summer, we don’t need Air Conditioning often in the salon etc, and just moderate usage in the Master stateroom as we don’t have port holes for ventilation. This will allow us to easily go an entire night / 12 hours with AC running and no Gen. The best part of this all is once the Gen fires up, the entire bank will be recharged in under 3 hours. We have the bank configured to accept up to 140a charge and the batteries love it. (I’ll get to it later, but the system is always monitoring the batteries and will Auto Start the Gen should they drop too low)

Now, to the design. Our boat is relatively new (2011), and has modern systems and batteries to start. it has 6 of the FireFly Carbon foam AGMs wired to a MagnaSign PSW inverter and that supplies power the 12V house loads as well as to most cabin outlets, refrigerators’ and freezers. There is the main galley refrigerator, 2 beverage refrigerators and a deep freeze. It is sized to handle those loads fairly well for an overnight draw. The main 110/220 panel is looking for 2 110v feeds that supplies 2 load banks with 110v of power from either Shore or Gen.

What I did is insert a 3 way power supply switch that allows me to feed the panel from either Shore directly, Gen, or through the inverter. This allows me to bypass the inverter system should there ever been an issue. This allowed me to allow the inverter to essentially power the entire boat, and effectively replaces the shore or gen with really no rewiring.

I chose Victron gear to do the inverting. They have high quality gear, that is designed for the technically inclined, and at price points that are tough to match. I first feed the inverter/charger which is a Quattro 48v 10KW inverter. Two real nice features for me is first it acts like a UPS (uninterruptable power supply) so when I plug/unplug from shore, or fire up the gen, the entire boat power never goes down during the switch overs. Second, it has the ability to assist when loads are high. For instance, lets say I am at a marina with only 30a /220v power service (I use a smart combiner to allow me to combine two 30a/110v opposite phase feeds which is all that is available at many marinas in the PNW). If I really want to run a lot of systems, it will over power that, and I will blow the breaker. However, the Quattro is smart enough to know when I am drawing more than 30a, and will pull power from the batteries to supplement the shore power as long as its needed. Once the load goes down, it will use leftover shore capacity to recharge the batteries. Both of these scenarios were things that drove me nuts with our previous vessel.

To simplify the power output into my panel to provide true split phase power, I run the power out of the Quattro and into Victron’s Autotransformer (100a). This device essentially creates the neutral leg, as well as compensates for unbalanced legs. Back to that 30a scenario. Normally that means I have 30a of power on each of my two 110v legs. Lets say however that my power demands 40a of power on 1 leg, and only 15a of power on the other. This usage would trip a breaker of one leg at shore under normal conditions… but the AutoTransformer actually takes the two input legs and combines them, and allows the total amperage to be shared as needed. In this scenario, it sends 40a and 15a to the respective legs. Super cool!

The Quattro is highly configurable as well, and allows me to setup custom charge patterns to protect my LiFePO4 batteries. For those with larger demands, these can be combined to provide 20/30/40 + KW of power.

Lastly, I added the Cerbo GX as well as the new color display to give a nice management interface to it all. This connects to all Victron equipment and allows me to view into it. It logs all the data, and gives me the ability to see and control items via the internet from anywhere in the world. It also is able to watch the battery bank, and Auto Start the generator when it see the bank getting too low, and shut it down once charged. This takes a big burden off of me to be sure I don’t accidentally drain my batteries too low. It also provides protection should I lose shore power when not at the boat. It will keep everything running should we experience an unexpected loss of power.

Here are the schematics I created for my system. The install turned out real nice. I have a nice lazarette under our galley which provided the perfect place to install all this equipment, without really sacrificing the valuable storage space needed.

Below are the install pics of the equipment and batteries. I built a custom aluminum frame to mount the Victron gear above a box that encloses one of the AC units. I mounted the monitoring gear above, and use the ability to remotely control these over the network to simplify the amount of wire running that was needed. On the opposite side of the lazarette I installed the batteries. I did my best to balance weight port to starboard and kept things pretty level. Note, since these are not a “wet” battery, they do not need to be enclosed in a box. All connections are properly protected and secured. The batteries are industrial level batteries with internal equalization, with fire resistance cases and are UL Certified and IP65 waterproof rated. I still have a little clean up to make my wiring a little more neat on the batteries, but overall its done and functioning.

And so it begins…

Well, we officially navigated our new Jade Panama’ home from Anacortes to Seattle through dense fog the whole trip. She ran and cruised with such grace. A very different feel from our previous vessel, which was much more raw. We spent the next week moving all of our personal belongings back onto the vessel, and making it our our own.

So, what do you do once you have it all settled??? Well, you start projects of course 🙂 Most of this is pretty simple stuff, but here is the list of things we want/need to tackle this off season.

• Install an additional upright freezer in the Galley lazarette
• Install an Ice Maker in the lazaratte as well (previous one was removed for the wine fridge… cant complain about that 🙂 )
• The dry exhaust pipe was reported as having a crack in survey. Upon inspection, its all good, but suspect the issue was decaying insulation… so new insulation is being installed
• New air filter (plugged with old insulation from exhaust)
• Fix the OC error on Gen Start. Will check filter and needs oil change as well
• There are a bunch of little things as well like checking and documenting all the systems, fluids, etc. Not much is known on the state of things
• I also ordered some cool little labeled rocker switches to replace on the helms to simplify the identification of items
• Install a Grill on rear deck. The previous owner has a nice mount ready and I am going to go with a Blaze Grill that should fit nicely
• I would like to replace the monitor screen that displays the cameras with another MFD. Ideally either a duplicate of whats on there, or a new Axiom that supports the eventual addition of a FLIR
• and the grand daddy project: Install a LiFEPO4 battery bank with a 10KW inverter and auto transformer to allow for AC and Heat to be used year round without extended use of a generator. More to come on this install in future posts, but to say I am excited about this one is an understatement. ( -updated – See Need More Power )

As you can see, most of what is above is very minimal. Its so nice having a newer vessel. The only downside we can see so far with this vessel is the limited size of the black tank. 70 gal. Our previous vessel had 150 gal so making the adjustment to frequent pump outs will need to be top of mind. Our electric heads also seems to dump a lot more water than the previous vacu flush systems which just compounds the issue. But, this is honestly a pretty small item given all the positives that come from the “upgrade”

Until next time…

M/V Jade Panama’

As discussed in earlier posts, we had the yearning for something newer. While we greatly enjoyed our Tollycraft, it was 31 years old and with that comes the never ending little frustrations that come with an older vessel. So, naturally it was time to move on 🙂

After much searching, we ended up deciding to sacrifice size for age. As with all Yachts, its always a slew of trade offs. Lucky for us, we found one that really checked most all the boxes… our new to us 2011 Californian LRC 55. The Californian brand which was started by Jule Marshall in the 1970’s has produced yachts throughout the last 4 decades, although it has changed hands several times, with it ultimately ending back up in the hands of Marshall who owned Navigator Yachts as well in 1991. The LRC is a popular design from the early days of Californian Yachts… the idea of an efficient long range design. The new 55 LRC doesn’t disappoint in this regard. Powered by a reliable, single Volve Penta D9 575, she can cruise comfortably at 12-13 knots or stretch out at up to 17 knots. When cruising at 10 knots she gets an astounding 2 MPG of Diesel. Bumping it up to 12.5 knots, she settles in more around 1 MPG which is still respectable.

I loved the hard top, new enclosure, fantastic tender, recent electrical / navigation systems, full hydraulic/elect rotating Nik Jackson Davit, Portuguese bridge, PermaTeak decking throughout, and a very functional interior space. The fuel efficiency is a bonus.

We got the vessel in Oct 2020, and are looking forward to racking up the hours over the next couple years.

Is this the end?

Well, just as we were finally getting Jade Panama’ just the way we liked it…that itch happened. The desire for more space. The desire for something new. My desire for something even more salty. Damn YachtWorld. I blame them. Seriously, we have decided to step up to our next boat. We thought Jade Panama’ was gonna be our next 10 year boat…but that doesn’t look like its gonna happen. You see, I became obsessed with Nordhavn, as well as a few others of similar regard and sea worthiness. So, that means we must first part with our darling Jade Panama’. Jalel is struggling with it. She LOVES our boat. We all love it. But the timing just seems right. Now that everything has been addressed that we wanted addressed. Isn’t that the way it goes?

— UPDATE —

Our beloved Jade Panama’ – the 53 Tollycraft has been sold…

…. and my desire for something much more grand almost happened…

Unfortunately, a bog down of yacht financing and a Greedy sheister of a Boat Broker in Florida killed this deal. I had everything set, did the survey, sea trial, had shipping arranged, but when we asked for an additional week for financing, the greedy broker figured he could weasel his way out of the deal and take a deal where he represented both sides. Cost us a lot of money because of the broken contract killed the Tax Savings of the trade in of our vessel.

So, back to the drawing board. We opened up our minds and searched a bit more broadly. This time focused on the PNW area where we have a bit more control. We ended up looking smaller and newer (my wife loves newer 🙂 )

Much to our surprise, we found a vessel we both liked. Its a far stretch from my original goal of Big and Salty, but its a lot of bang for buck and has most every gadget/ option I could wish for! Its actually a little smaller than what we were coming from, but the newness of all the systems etc make this attractive.

So… what did we end up with????

a Californian LRC 55!

For more details on the next Jade Panama’, take a look at our latest posts.

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JADE yacht NOT for charter*

30.98m  /  101'8 | leopard | 2008 / 2013.

Owner & Guests

• Previous Yacht

Special Features:

• BV (Bureau Veritas) classification
• Cruising speed of 35 knots
• Sleeps 8 overnight
• Able to access shallow bays and coves

The 30.98m/101'8" open yacht 'Jade' (ex. Tsara 2) was built by Leopard in Italy. This luxury vessel's exterior design is the work of Andrea Bacigalupo and she was last refitted in 2013.

Guest Accommodation

Jade has been designed to comfortably accommodate up to 8 guests in 4 suites. She is also capable of carrying up to 4 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Built with a GRP hull and GRP superstructure, with teak decks, she has impressive speed and great efficiency thanks to her planing hull. Powered by 3 x diesel MTU (12V 2000 M93) 12-cylinder 1,998hp engines, she comfortably cruises at 35 knots, reaches a maximum speed of 38 knots with a range of up to 350 nautical miles from her 10,000 litre fuel tanks at 38 knots. Her low draft of 1.22m/4' makes her primed for accessing shallow areas and cruising close to the shorelines. Her water tanks store around 2,000 Litres of fresh water. She was built to BV (Bureau Veritas) classification society rules.

*Charter Jade Motor Yacht

Motor yacht Jade is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Jade Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Jade Photos

NOTE to U.S. Customs & Border Protection

Specification

M/Y Jade

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