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The Anatomy of a Yacht | Superyacht Terminology

Whether cruising with family and friends or enjoying an adventurous sailing trip, yachts can offer everything you need for the perfect holiday. Before stepping board, it can be useful to familarise yourself with the parts of a yacht to understand the language and terminology used by the crew onboard, and to appreciate how these impressive vessels work. From the keel to the sails, it's important to understand the anatomy of any vessel before setting out on a chartering journey.

The Parts of a Yacht - An Overview

Understanding the parts of a yacht not only improves your sailing experience but will also increase your appreciation of these powerful vessels. A standard yacht has several key parts, including a stern, hull, and bow. The stern, or aft, refers to the back the yacht, sometimes accompanied by a swim platform. On the other end of the vessel, the bow refers to the front of the yacht. The part of the yacht that floats in the water is referred to as the hull. Most traditional yachts have one hull, however catamarans are typically ‘multi-hull' having two points of contact with the sea.

Mischief superyacht was designed with an iconic French navy hull and white boot stipe.

Hulls – Materials and Design

As hulls are one of the largest components of a yacht, it is important that the design is intentional to withstand the elements on the ocean. The material that is it constructed of varies depending on the vessels size and intended use; it is common to see hulls made from wood, steel, or composite materials. Hulls play a crucial role is ensuring stability on board and a smooth journey as conditions on the ocean can vary.

Bridge & Bridge Deck

Port side & starboard side.

These terms refer to the left and right sides of a yacht; Port side refers to the left side, while starboard side is the right. A helpful tip is to remember the saying “there is a little bit of port left in the bottle.” This terminology is often used by crew in order to effectively communicate with their team in order to avoid accidents and safely navigate the seas, so you will likely hear these terms onboard your stay.

Lady Pamela’s large swim platform ideal for fishing or setting off paddleboarding.

Yacht Main Salon and Swim Platform

There is plenty of fun to be had in these two areas of a yacht. The main salon refers to the main living room onboard and is a space where yacht designers can showcase their personality in the design. Often featuring plush seating, stylish decor and high-end entertaining systems, guests can comfortably enjoy downtime relaxing and socialising in this area. The swim platform is exactly what it sounds like; it offers a convenient way to jump in to cool off and enjoy the water. When you feel it’s time to take a dip, the swim platform is the perfect spot to soak up the sun, enjoy the available watertoys , dip your feet in the ocean, or take a refreshing dive or snorkel in the sea.

All of these elements are thoughtfully designed by experts across the world to construct the magnificent yachts that we know and love. We encourage you to experience our favourite vessels for yourself through luxury yacht hire to appreciate the impressive design and craftsmanship. Our team is here to help you plan your dream holiday on board today.

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Luxury Yachts | Choosing the Right Yacht for You

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MIKE WALLER 

Yacht design.

WALLER 880  CATAMARAN

Designed by Mike Waller

The WALLER 880 Cat is a full length bridge deck catamaran designed for family coastal cruising, with the occasional foray further afield. Full length bridge decks have several advantages in smaller cats, in that they provide a stronger hull structure, more deck space, are easier to construct and eliminate the need for expensive bow beam structures. They also eliminate bow netting which needs to be maintained and replaced on a regular basis. Pounding in heavy weather is minimized by keeping the bridge deck clearance as high as practical in a vessel this size. It should be noted that vessels of this configuration have safely completed the longest ocean voyages, including circumnavigations. An ideal boat for the amateur boat builder.

L.O.A.                                    8.88 Mtrs

L.W.L                                    .8.45 Mtrs

Beam                                     4.96 Mtrs

Draft0.                                      80 Mtrs

Displacement                          3105 Kg

Hull Length / Beam                 9.18 to 1

Sail Area                      50.84 Squ Mtrs

Payload (Ave)                         1000 Kg

Payload (Max)                        2000 Kg

Note# All displacement and payload weights above are as per designed plan, and cannot be guaranteed.

The Waller 880 is designed for safe, comfortable family cruising, with bunks for 4 in seperate cabins, and room for 2 more on the dinette in an emergency. It also features a large, functional toilet / shower area, a full size chart table, a large galley, and a huge cockpit for socializing. There is excellent headroom throughout, with over 2 metres in the working hull areas and 1.5 metres over the bridge deck sitting / sleeping area. simplicity and ease of construction the hulls are strip planked in cedar and glass composite. The bulkheads, deck and cabin utilize plywood for cost efficiency, but can be constructed from composite panels if desired. The entire vessel uses timber / epoxy construction, with virtually no additional internal framing. The rig is a simple but efficient 3/4 sloop, with a large sail area for light weather cruising, easily reefed in heavier weather. Auxiliary power is from an outboard engine in a seperate pod beneath the bridge deck. This works remarkably well, and the 880 is very manouvreable under power. vessel features small stubb keels for cruising simplicity, and efficient spade rudders for positive helm control. Steering as designed is by tiller, although wheel steering could be fitted as an alternative.

BUY YOUR PLANS HERE

Please read this before ordering plans

Study Plans  $25.00

Full plans  $850.00,  click on any photo for larger image and information .

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Kandarik’s Bridge Deck

When we built KANDARIK we wanted a boat that could take any situation at sea, and still keep the inside of the boat water tight and safe.

The bridge deck in a boat is one of the most important aspects of our cockpit. It is designed to keep any water that may accummulate in the cockpit from coming down below through the main companionway hatch.

All offshore sailing boats really should have a bridge deck, yet today you rarely see them on newer designs. Too bad, as whatever water may fill the cockpit will go down below through the companionway hatch unless you have some kind of completely waterproof hatch board arrangement.

Video by Billy Black .

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Catamaran Structure – Bridge Decks and Cross Beams

• Post author By BJ Porter
• Post date April 30, 2021
• 7 Comments on Catamaran Structure – Bridge Decks and Cross Beams

Editor’s Note: Many thanks to Ted Clements of Antares Catamarans and Shane Grover of Seawind Catamarans for patiently answering our questions.

There are a lot of reasons why catamarans are more expensive than monohulls. It’s not just the two hulls. There are many more complicated calculations and structures needed to build the complex shapes.

Building a bridge deck and the structures around a pair of hulls is a lot more difficult to design and build than a single hull, and we’ll explore a little about why.

Part 1: Forces on the Hulls

Load and force calculations on a boat hull isn’t a simple calculation, and even monohulls take a lot of designing to build a shape which performs well and has the strength to hold together at sea. Land vehicles have fairly predictable forces and motion on them, but boats can take forces and stresses in any direction.

Waves slam from all directions, boats plunge off waves and get smacked around in chop. Wind forces stress masts and rigging, which applies bending moments and forces to chain plates and the hull. Hulls flex and bend with this motion, and even from tensions applied to the rig.

Elements of drag, hull shape, keel shape and rig design all factor in, whether it’s a heavy, stiff cruising boat or a light, high performance racing machine. Those forces have to be figured, and materials and constructions are made to suit the conditions and situations where the boat will sail.

And that’s just a single hull. When you add a second hull to mix, you add in a whole new set of loads.

Bananas and Pencils

To illustrate these additional loads, we’ll do a thought experiment with a couple of household items. You can try it for real if you want to – but you’ll need two bananas and a few pencils.

Start with the bananas laying parallel to each other, then run a single pencil through the midpoint of each banana (the hulls) to connect them. They’re connected, but when you pick it up, what happens? They don’t stay parallel, of course. We need a second pencil or even a third one, to keep them in place.

The pencils are the crossbeams you’ll hear about in catamaran construction. If you put two of them through the bananas to connect them about 1/3 of the way from the end of each banana, you’ll get a fairly stable platform (for something made from soft fruit and pencils).

Imagine picking up this banamaran with two crossbeams with one hull in each hand. How can we still move the hulls?

First, we can twist one half back and one hand forward, putting lots of force on the crossbeams. To stop this, we could use much stronger beams, and we could put more beams at the ends of the bananas.

If you rotate your hands and the bananas, you demonstrate another type of force on the crossbeams. Pushing the bows or stern together also can move the hulls.

Building the Boat

Now imagine putting weight on the pencils – you’re adding the bridge deck. The mast sits on the bridge deck and creates additional loads and stresses on the crossbeams and hulls.

Finally, we add a sailing rig on top of the weight on the pencils. The rig needs support to stay up. On a monohull, stays run to the bow and stern to support the rig. But a catamaran the mast is centered between the hulls. The tension on the rig will provide upward pull on the hull shapes and usually attach to bow crossbeams. So we’re now pushing down on the middle of the bananas while pulling up on the tips.

The challenge to the catamaran builders and designers is to account for all these forces and build a pair of hulls capable of absorbing these loads without breaking or separating the hulls.

Part 2: Crossbeam Design

Catamarans are not new concepts; double hulled sailing canoes were used in Polynesia and Melanesia long before European explorers arrived. One of the first recreational catamarans was designed and built in 1876 by Nathanael Herreshoff and sailed well enough that the New York Yacht Club banned multihulls from racing.

Most beams are hollow to save weight in increase strength for the amount of material used. A hollow cylinder or rectangular tube gives more resistance to bending per pound of material than a solid rod of the same weight. There are mathematical explanations beyond both the scope of this article (and my ability to explain), but it’s important to know where the loads on beams are supported to understand this.

Greatly simplified – bending a beam creates compressive loads. The further from the center of the beam, the higher the resistance to compression. A rod will have a narrow diameter and resistance is lower. But if you make a cylinder or square tube from the same amount of metal (or fiberglass) you will have the same cross-sectional area, but the compressive force is applied further from the center of the cylinder.

Think of an I-beam from building construction. The compression is on the sides of the I-Beam, but the part in the middle is mostly to keep the sides in place, not bear the load on the beam in high stress applications.

Original Beams

A close look at these boats shows clear and obvious crossbeams connecting the hulls. Duplex , the early Herreshoff boat, had three clear crossbeams and a cockpit on the aft two between the hulls.

Smaller beach and racing cats will have obvious crossbeams, since the decking is usually a stretched piece of canvas or webbing. Other open bridgedeck catamarans, including many home builds, may have actual beams across them holding the hulls in place. And most cats will have some sort of beam across the bows as well.

But when you look at modern bridgedeck catamarans, you notice something strange about the beams. There aren’t any actual “beams” built into the boats.

Modern Cruising Cats – There Are No Beams

It’s more you notice something missing about the beams. Modern bridgedeck catamarans don’t generally have actual crossbeams built into them, as if you were glassing a beam or post into the boat. Instead, the construction of the boat is built around a design the provides the mathematical equivalent of a “beam.”

Bear with me. It took a while for me to get my head around this, too.

Picture a box – even a simple shoebox has rigidity to its sides. Yes, you can crush it, but the hollow sided box offers a lot more stiffness than a piece of cardboard on its own. The structure of the beams is in essence a box built between the hulls, with super strong modern laminate materials providing stiffness to take the loads and stresses.

When modern cats are designed, the “crossbeam” is a combination of internal structures built and connected to the bulkheads that create the load bearing capabilities of a hollow beam section. So the “beam” exists mathematically in the designer’s wireframe drawing of the boat, but when it is built, it is not an external beam added to the structure, but rather a set of structures that act like a beam because of their physical design.

Developments in materials technology over the last few decades allows for shapes and strengths that couldn’t be built with traditional materials like wood or metal.

Part 3: Building a Bridgedeck

Building the bridgedeck is the key piece of fiberglass catamaran strength. To be able to build a boat which can handle all these twisting and torsion forces, creating that “box” to add the strength, catamaran builders take one of several approaches. All can be effective and meet the design requirements, but there may be other reasons a builder chooses a particular approach.

“Tooling” refers to all the molds needed to shape a fiberglass hull. Tooling can be made from a number of different materials and represents a significant investment for any new production catamaran. Costs can run to many millions for tooling durable enough to build a hundred or more boats without changing design and build tolerances.

Molding and tooling to build hulls is a major expense, no matter which approach a builder takes. Building tools and molds can run into millions of dollars in expenses for materials and labor, and molds built for production runs of boats are considerably more expensive than tooling for a one-off or unique design. All of these factors into the decision making behind a build process.

Building a multihull also presents unique challenges compared to building monohulls. Building a single hull can be a fairly linear process – the hull is laid on the mold and built, the inside is fitted out, and decks are attached. While that’s a simplification of the process, it is relatively straight-forward because there is only one hull.

For catamarans, the integral bridgedeck structure doesn’t lend itself to a step-wise assembly. The crossbeams and bridgedeck need to be built integrally before the interior and decks are completely finished. For the builder, this means some parts of the boat have to be finished with reduced access to interior sections of the boat. For the designer, the challenge to is to make the boat so the builder can build it efficiently. For production vessels with build runs in the hundreds, cost effectiveness and production efficiency is crucial.

Not only does the bridgedeck hold two hulls together against all the twisting and torsion forces we’ve discussed, it also has to carry cargo. It holds the living space in the main saloon, as well as passengers and equipment.

Think back on the shoebox – it has compressive strength from the ends, but any individual side is fairly weak. You can deflect the sides easily. While this is fine on a shoebox, it would be disconcerting if the deck flexed and bounced when you walked across it. The bridgedeck also needs strength from the top and bottom to take this load in the central parts of the boat, away from the “box.” You can’t just make the decks and floors massive, that sacrifices headroom and internal volume. Instead, internal structures and stiff construction materials have to take up the load.

Two Piece Molding

Some builders build two hulls individually. One mold can be used if the hulls are identical, and the hulls joined later in the build process. Like any design and build decision, there are pros and cons for the builder which can affect the cost of the final product. If built correctly, there are no compromises in strength from a one piece mold.

For the builder, a one piece mold is much easier to handle. Any hull built on a mold will have to be removed from the mold once the hull is laid, and a single mold is smaller, lighter, and narrower. Breaking a hull out of a mold is a complex process, and may involve cranes and heavy equipment to support the hull as it comes of the mold and to protect the tooling from damage. To remove a hull, you need space to lift the mold and to get heavy equipment around the tooling. And you’ve got to put the molds some place when it’s done.

Connecting two hulls precisely once they’re molded is a more complex task. Unidirectional fibers bond key structures to bulkheads to build the support “box” making up the crossbeams. Although a one piece mold will give an inherently stronger single-material connection between the hulls, more than sufficient strength can be built in with advanced fiber and resin choices (such as carbon fiber and epoxy) when then build the deck connection.

One Piece Molding

Most production catamaran builders have moved to one piece molding. A single tool is built to lay up both hulls and the bottom of the bridgedeck connection in a single large piece. The fundamental strength of the build is higher, allowing for less expensive materials to get the same strength.

“One piece” is a slight misnomer, as the top of the hulls and decking is built in a second mold which is laid over the hulls and bonded along the joint near the top of the hull molds. The loads on a join between the bottom hull and top deck are considerably lower than those on the bridgedeck. There’s no real twisting and torsion on that part of the boat relative to the join between the hulls, so it can be laminated without the same concerns as building between the hulls. ( Editor’s Note: Some builders mold the bridgedeck and inboard half of the hulls together and then mold on the outboard halves of the hulls and deck on top. There is a seam running stem to stern centerline along the bottom of each hull with this technique. )

There are a number of production and build advantages to this approach. Though the tooling is larger, more expensive and awkward, the lay up process incorporates the core hull joins in the initial build. You don’t have to line anything up and glass it in place when your hulls and deck are built connected. There isn’t need for as much material buildup to shore up the “box” since it’s part of the integral build.

Fitting the interior joinery and finish is more challenging, since the crossbeams and related components must be built early in the process. Extra care and planning in the design process can make this more efficient, but access to internal areas of the hull can be difficult during the build.

Alternative Materials – Wood and Metal

Composite construction – fibers and resin – lets builders make nearly any shape. Fiberglass has allowed for the wide range of affordable to high end production catamarans available today. Stronger fibers and better resins have only expanded the possibilities for light, fast, and strong boats.

Wood is rarely used for structural elements in modern production catamarans. It can be heavy, and it doesn’t lend itself to the complex molded shapes designers demand for optimal strength and seaworthiness. Plywood may be used for stiffening in places, and balsa cored decks may still be found. But mostly in older boats, home builds, and kit boats.

Metal construction has its own problems, and very few catamarans are built from metals. Curved shapes are difficult with metals; bending a smooth radius into a flat sheet without bending it, then welding it into place requires time and skill. And weight will be a problem. On the whole, fiberglass is a better solution for a light, strong catamaran.

Conclusion: Tying it Together

This overview only touches on some of the challenges multihull builders face, which monohull builders do not. But what does it mean for you when you’re looking at catamarans to buy? All the fiberglass build techniques will result in a strong boat if built properly. There may be differences in the amount of materials used, and choices for resins and fibers, but the boat should be evaluated as a whole.

It’s good to understand how your boat is built, and to be aware of some of the strengths and limitations of each build technique. But no build technique is inherently better or worse than the other – no matter how your next boat is built, the designer and builder will ensure the build is up to the task.

• Tags Buying Advice

By BJ Porter

Owner of Hallberg Rassy 53; world explorer.

7 replies on “Catamaran Structure – Bridge Decks and Cross Beams”

Proof read much? But the no build technique is inherently better or worse than the other… Good article spoilt by miss spellings and errors.

I corrected the extra “the” you mention in that sentence. I do not see other errors. We do our best and thank you for reading and commenting.

Great article. Very informative for us non-technical types. Great use of graphics and photos to explain the various torsion forces and different build methods. What is the purpose of the wing-like, rear spoiler-looking feature that you sometimes see spanning across the back of the deck/bridge and sometimes connecting the two hulls?

It doesn’t actually connect the hulls, it rests on them. In the good old days this was named a “RADAR Arch” and was used to mount the RADAR antenna and dinghy davits.

Over the last 20 years this stern “ARCH” became a very convenient spot to mount RADAR, solar panels and it is in this role it serves very well while also handling various antennas and of course, the dinghy.

Thanks for the article, great stuff, very informative and useful info. Kudos

I’m actually researching and trying to figure out how to build my own catamaran. But information is very hard to find.

Within the past few weeks I saw an illustration (photo?), of a pair of new catamaran hulls, with almost a full-length, flat bridgedeck connecting the length of the upper-inner edge of each hull. (I’m assuming it’s relevant only for a party-or-barge-type, power cat, to be completed by the buyer. I believe they were saying they can offer this bare-bones, hulls-and-bridgedeck package for about 40′ to 70′ lengths.

Any idea who may be offering this? I only skimmed the advt, but I think (??) it was a U.S., east-coast company. Now I’m seriously interested.

Much Thanks R.S.G.

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Bridge Deck: Yacht SOLANDGE

The stunning 279' (85.1m) superyacht solandge is one of the finest vessels currently available for sale or charter., rest, entertain, and exercise on the bridge deck of solandge. from the modern wheelhouse to the aft lap pool, the bridge deck is often an active area for the guests and ship's operations. work out in the fitness room or the infinity lap-pool. unwind in the sauna and steam room and melt into the hands of a therapeutic massage., solandge - the perfect combination of performance and luxury, builder: lürssen yachts, interior: rodriguez interiors, exterior: espen oeino, loa: 279'2" (85.1 m), beam: 45'3" (13.8 m), draft: 12'8" (3.9m), construction: steel, max speed: 17.5 kts, staterooms: 8, owner & guests: 12, © copyright 2024 - all rights reserved, terms of availability & site use, photography: jim raycroft, site design & development: gatman inc., non- u.s. flagged vessels not available for sale or charter to u.s. residents while in u.s. waters..

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4600 Sport Yacht Platinum Edition

5400 sport yacht platinum edition, 6000 sport yacht platinum edition, 6800 sport yacht platinum edition, 46 sports motor yacht, 50 sports motor yacht, 58 sports motor yacht, 64 sports motor yacht, 68 sports motor yacht, 72 sports motor yacht, 78 motor yacht, 39 open flybridge, 43 open flybridge, belize 54 sedan, belize 54 daybridge, belize 66 sedan, belize 66 daybridge, sport yacht, sports motor yacht, motor yacht.

A proud new era of space, luxury and performance

The award-winning Riviera design group in collaboration with superyacht designer, Luca Vallebona, have created the 78 Motor Yacht, an entirely new Riviera.   With more space and more luxury as well as the key attributes of Riviera: quality, strength and blue-water performance.   Hence, the Riviera 78 is an ocean capable luxury motor yacht, equally comfortable entertaining of Sydney Harbour, cruising the Mediterranean, or relaxing with family on holiday in the Bahamas.

Specifications

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Shown with foredeck option

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Length Overall (inc. swim platform and bow sprit)

Hull Length (Lh to ISO8666) *

Beam (inc. gunwale)

Maximum Draft (inc. props)

Dry Weight**

Fuel Capacity ***

2,695 US gal

Water Capacity ***

Holding Tank Capacity ***

Sleeping Capacity

8 persons + crew

Cockpit Area

Bridge Clearance

Engine Option MAN V12 Shaft Drive 1550 (2x)

Engine Option MAN V12 Shaft Drive 1800 (2x)

Engine Option MAN V12 Shaft Drive 2000 (2x)

* Length of the hull (Lh) to ISO8666: Includes all structural and integral parts (ie. the moulded length of the hull). It excludes parts that can be removed in a non-destructive manner without affecting the structural integrity of the craft, (eg. pulpits, outdrives, driving platforms, rubbing strakes). ** Dry weight represents the estimated minimum weight of a yacht with standard engines and options, no fuel or water on board, no equipment or provisions and no personnel. The stated dry weight may be exceeded. *** Denotes net tank capacity. For useable capacity do not rely on more than 90% of tank capacity. Actual capacity will vary according to yacht trim and sea state. Speeds are subject to normal weather conditions, fuel and/or water levels, passengers and equipment loads.

The Reassurance of Riviera

A proud heritage.

Riviera has a proud heritage of launching over 6,000 yachts in more than 44 years of operation.

Global Confidence

Today Riviera yachts can be seen cruising the great lakes, rivers, seas and oceans of the world.

Riviera Australia is a family owned business guided by the excellence, values and vision of its owner, Rodney Longhurst.

Electronics

Garmin, Raymarine, Simrad and FLIR are the world leaders in marine navigation systems and can be specified on your Riviera.

Entertainment

Yamaha, JL Audio and Fusion systems will ensure your total onboard relaxation and entertainment by the finest quality audio.

SMEG, Bosch and VitriFrigo are class-leading international appliances and have been selected by Riviera for their performance and your enjoyment.

Exacting Detail

State-of-the-art digital kitting is utilised to precisely cut all fibreglass and structural foams for the lamination process to ensure that each component fits perfectly.

Precision Joinery

The finest quality joinery is created by exacting CNC precision-cut timbers with all cabinets hand built by master craftspeople.

Superior Finish

Each mould is thoroughly inspected, cleaned and waxed before the initial application of isophthalic gelcoat is sprayed to provide a high gloss and superior water and fade resistant finish.

Independent Reviews

Ready for Adventure The loyalty of Riviera owners is well-known, and Phuket-based Jacky and Rudi Dijk are no exception. Awaiting the flagship 78 Motor Yacht, their third Riviera, the couple thrive on cruising South-East Asia. -

Riviera to the Power of Ten A decade into new ownership, Australian brand Riviera continues to go from strength to strength. The just-released 78 Motor Yacht is the latest emphatic statement from the Gold Coast yard.me. - Hillary Buckman

78 MY at SCIBS Striking new aesthetics from a European design house and a range of new smart systems has the Riviera 78 Motoryacht pushing into superyacht territory, as I found out when taking the first hull to sea on the Gold Coast. -

The Flagship for far away places Boosting a winning formula of ocean-ready sports yachts by adding some European flair is Riviera’s strategy with its largest hull -

High Level Living Striking new aesthetics from a collaboration between a European designer and the Riviera design group, plus a range of new smart systems, has the Riviera 78 MY pushing into superyacht territory -

Next Generation “Room for a cruising family? Check. A bluewater hull form and robust build? Check. Luxurious and homelike amenities? Check. Long range for extended cruising itineraries? Check. Inside and outside living? Check. It appears that the Riviera 78 Motor Yacht does indeed check a lot of boxes. It makes me wonder: What will they think of… - Tom Serio, Yachting Magazine

Riviera Flagship 78 Motor Yacht If you want serious offshore performance with luxurious trimmings then the flagship of the Riviera range, the 78 Motor Yacht, warrants consideration. - YachtBuyer

Riviera 78 MY Features Video BoatTest.com.au's Riviera 78 MY Features Video 2023 - Boat Test

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Designing superyacht bridges

Step aboard almost any large yacht built 30 years ago and, in terms of design aesthetics and operational logistics, the wheelhouse and navigation bridges are likely to be disappointing.

Relative to those of today, boats were small and their wheelhouses – if there was one – offered precious little space. Worse, the consoles were a hodgepodge of equipment from various manufacturers, replete with competing designs, colours and operating controls. There were exceptions, of course, but in general the primitive electronics and limited size of the bridges constrained even the most talented designers.

In the early 1980s, interior design became more important, and designers began looking at ways to unify the mish-mash of radars, radios, autopilots and gauges into a coordinated installation that looked like it belonged on a yacht. Nevertheless, there were problems, namely that the best equipment – equipment built for commercial ships – was often too large, and too ugly, to be accommodated.

As yachts became larger, owners and their captains began spending more time working with naval architects and interior designers to integrate the equipment, which, thanks to solid-state technology and miniaturisation, was smaller and ran cooler than earlier generations.

Captains who came from commercial vessels brought with them a more defined sense of bridge layout and a knowledge of what equipment was available. Vendors, too, began to play a greater role, providing guidance in choosing equipment and delivering engineering to ensure compatibility and determine electrical load requirements.

Black box electronics

The two greatest advances in bridge design – the ones that gave designers and crew the most flexibility – resulted from the introduction of black box technology and daylight-readable flat-panel monitors. Thanks to these technologies, gone were the days of monolithic, standalone units, mismatched equipment and interface problems. When engineered properly, black box electronics allowed a bridge console to be arranged in a way that worked ergonomically, while being flexible from an operational standpoint.

It is common on larger motor yachts to have a stand-alone navigation station that is equipped with a full-size chart table, with monitors that supplement repeaters for such units as the gyrocompass, the speed log, GPS and depth sounder. With black box technology, the captain or watch officer can view any of the equipment that can be displayed at the helm station on their monitor.

But even the best equipment can’t provide a safe and comfortable operating environment if it is installed in a poorly designed space.

Designing bridges for safety

The wheelhouse is a workspace, and there are three basic operations that must be addressed in any design: boat handling, navigation and communication.

Design issues should be addressed in the following order of importance: safe pilotage and navigation, aesthetics and guest interaction.

From operational and practical angles the helm station often blends all three, even if there are separate, discrete stations for navigation and communications.

It is particularly important that the helm station be arranged so boat-handling, navigation and communications controls are grouped within the helmsman’s easy reach.

‘The information that is necessary to operate the vessel safely is what should be primary in viewing and control,’ says AJ Anderson, an experienced captain and managing director of Wright Maritime Group. ‘Anything else will cause distraction and will reduce situational awareness in the short term and cause fatigue in the long term.’

Equally critical to the efficient and safe running of a superyacht, says Captain Emile Bootsma of Blue Moon , is the visibility provided by the bridge’s windows.

‘It is the most important consideration in bridge design,’ he says. ‘Navigation by day or by night is still very much a visual exercise, and I have seen too many bridges where the visibility is so poor that you could barely see your own bow, let alone any other ship that may be navigating in your vicinity.

‘Windows need to be as big as possible; the view angle needs to be as large as possible; consoles need to be as low as possible; and bridge furniture needs to be as unobtrusive as possible.’

Anderson agrees. ‘The ideal console layout is straight [athwartships] to allow the watch team to transit from side to side while also providing reasonable monitor visibility from any angle,’ he explains. ‘In addition, it should provide the watch team with direct access to necessary equipment and work space with unobstructed views, particularly for the officer of the watch on the starboard side.’

This refers to the requirements under the International Regulations for Preventing of Collisions at Sea (COLREGS) that, if at all possible, a watch officer or helmsman should be able to see a vessel that is approaching in his vessel’s so-called ‘danger zone’: the sea area from dead ahead to 22.5 degrees abaft the starboard beam. This is because vessels crossing from this sector have the right of way.

‘Safe pilotage does not have to be exclusive of aesthetics and guest enjoyment,’ Anderson notes. ‘Safe operation is impacted by layout, material selection, lighting and equipment selection, positioning and integration. The objective is to minimise distraction, confusion and fatigue while maximising awareness.’

Anderson says that when laying out a wheelhouse, he prefers placing the GMDSS station or radio room aft to starboard, and if space is available, he places a chart table directly behind the helm station with an equipment cabinet directly above.

‘Besides giving the pilot more readily accessible equipment controls,’ he explains, ‘it creates a useful barrier that also provides additional navigation workspace on the tabletop.’

Seating is one of the most common subjects that results in conflict between designers and deck officers. Many owners enjoy sitting in the wheelhouse with their guests, and it is not in the least uncommon to find large settees in a modern yacht’s wheelhouse.

There have been a few abysmal designs in which the designer convinced the owner to provide seating for passengers ahead of the helmsman, thus blocking the helmsman’s view and increasing the potential for an accident.

‘Being in the bridge is a memorable experience for any guest,’ says Bootsma, ‘but too often designers are so focused on guest comfort or aesthetics that they unwittingly design fixtures that intrude on the safe navigation of the vessel.

‘One yacht has a chandelier installed in its bridge! Even if it were not being used during night passages, I can only imagine the distraction it would cause the watch officer in a rough seaway.’

Helmsmen can take advantage of pilot chairs with controls such as joysticks, trackballs and laptop computer tables built into the armrests, but while this might be attractive to some captains, others prefer a more Spartan approach.

‘Traditional navigational bridge chairs do cause quite a lot of clutter in a bridge,’ Bootsma notes, ‘but a seating bar is perfectly adequate for most of the navigation we do. When there are guests on board, a captain standing upright at his helm is a far more professional look than one slumped in a chair. On longer passages, the guest seating doubles as additional seating for the watch crew, and we specifically designed ours in such a way as to maximise the all-round view.’

Lighting the bridge

Lighting design is also an important consideration. Equipment in consoles and elsewhere in the wheelhouse, including instruments and pilot lights, must have dimming circuits to lower the level of emitted light, which can be distracting.

Downlighting must be able to be adjusted for night operations so as not to impair the watch team’s night vision. This is normally done by having a separate circuit that allows only low-intensity red light. Switches that control white lights should be positioned away from the doorways, so that a guest cannot inadvertently turn them on, thereby blinding the watch team.

The same concept must be kept in mind when choosing materials. Whenever possible, shiny or reflective fabrics or finishes should be shunned in favour of light-absorbing alternatives. Additionally, since the surfaces will see quite a bit of use, textiles and leathers should be contract grade – durable and easy to maintain. If possible, the perimeter bolsters on consoles, chart tables and nav stations should be removable, so that they can be reupholstered when needed.

Bridge flooring

Arguments abound over soles. Traditional wood soles – teak and holly, for example – are lovely but require high maintenance and are acoustically ‘bright’, meaning they reflect sound. They can also be slippery. Many operators prefer high-end contract-grade wool carpet, which helps attenuate noise and provides greater relief for legs and feet.

Some yachts are built without doors to the weather decks. This is an unfortunate design, since access to the boat’s exterior is an important consideration.

With a direct connection to the deck, the operator can quickly access wing stations, can take bearings with a pelorus, or can get a better look at approaching traffic, nav-aids or geographic features with binoculars.

On occasion, wheelhouses are fitted with one door instead of two. This is certainly better than a wheelhouse with no doors, but in a rough sea or in driving rain, if the single door is windward, opening it is sure to introduce unwanted water into the room.

Photography: Courtesy of Kongsberg Maritime, Alewijnse, Klaus Jordan and Franco Pace

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Why Does Bridgedeck Clearance Matter In A Catamaran?

Avoiding slamming or pounding of waves against the underside of the bridgedeck, can make all the difference for the comfort of the crew and safety of the vessel. The slamming phenomenon can both be nerve wracking for the crew and damaging to the boat.

As a rule of thumb, we believe that clearance of between 5 and 6% of the LOA of the catamaran is good.

Read  Sackville Currie’s bridgedeck clearance article to learn more about why it is crucial.

The video at right was taken between the hulls of a Lagoon 450S while underway. Conditions were rough with following seas of 6-8 ft in Hawks Channel between Marathon, FL, and Key West. Wind speed was between 30 and 38 knots and boat speed between 9 and 14 knots.

Note that with good bridge deck clearance, there was very little slamming even in very choppy seas and moderate gale force winds.

Estelle Cockcroft

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Riviera 78 Motor Yacht Open Bridge Deck

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Riviera 78 Motor Yacht Enclosed Bridge Deck

World premier.

The Riviera 78 Motor Yacht is a new class of motor yacht from the award-winning team of designers, engineers and craftspeople at the company's headquarters and 16.8-hectare facility on Queensland’s Gold Coast.

Following more than 40 years of evolution and with over 5,700 yachts in multiple styles built and now located in all corners of the world, the 78 MY design represents a distinguished new era for Riviera.

You’ll notice her distinctive design that has everything in perfect proportion. Indeed, with her contemporary styling and impeccable blue-water pedigree, the robust Riviera 575 SUV exhibits powerful and noble lines with a muscular sheer forward and deep topside dimensions, giving her a freeboard akin to a much larger yacht altogether.

The Riviera design group, in collaboration with award-winning superyacht designer Luca Vallebona, bring a combined passion for excellence to create a sophisticated yacht that delivers a perfect combination of family cruising, entertaining and blue-water passage-making capabilities.

Indeed, there’s less the sense of a scaled-up 50-footer as there might be of a scaled-down 60-something. (The 575’s overall length with swim platform and bow sprit is actually 60′ 9″).

The flexibility of the new 78 Motor Yacht design will allow owners to personalise their yacht to reflect their individual tastes and further enhance their lifestyle.

SYS Yacht Sales offers new Riviera Yachts for sale. Contact our factory-trained Riviera specialists for more information on the new Riviera 78 Motor Yacht Enclosed Bridge Deck and other models available.

Key Features

Saloon and bridge decks extend to the stern - The 78 Motor Yacht be available with an enclosed or open bridge deck and includes accommodation for up to 10 adults in four luxurious staterooms and crew quarters.

The saloon and bridge decks both extend through to the stern of the yacht, offering multiple dining, entertaining and relaxing spaces for parties, family gatherings or quieter moments.

Riviera Australia owner Rodney Longhurst describes the new yacht as "timeless and contemporary". A range of premium fabrics and leathers are utilised extensively throughout the interior, combining with a painted finish to walls and headliners while superbly varnished, finely matched timber can be selected in high gloss or satin finishes.

Owners will be engaged with personalising their yacht from the very beginning of their build, deciding on furniture placement, colours and fabrics and how they wish to best utilise the many spaces on board.

One of the key interior design features is flush surfaces throughout – including the use of integrated refrigeration and icemakers.

Step aboard - The main saloon may include dining and lounge spaces or simply act as the grand lounge with dining focused on the aft deck which can be semi-enclosed, covered entirely by the bridge deck overhang and protected by optional clears. The large U-shape galley, with twin ovens, four-burner hob, comprehensive refrigeration and storage capabilities, has been positioned as a centrepiece of the entertaining spaces.

An internal timber staircase leads from the port side of the main saloon to the bridge deck which also offers lounge, entertaining and dining spaces. A bar is built into the aft deck and a day head is optional.

An elegant curved timber staircase from the forward end of the main saloon leads to the accommodation deck with its four staterooms and three bathrooms. The full-beam Master suite amidships is bathed with natural light from extended hull windows. It provides an electrically adjustable king-size bed and extended his-and-hers en-suite bathroom. The VIP guest stateroom fitted with a queen double bed and also benefiting from hull windows is forward, with an en-suite bathroom. The port stateroom offers the option of a double bed or twin beds that can slide together. The starboard stateroom includes two single cross-over berths. A third bathroom is shared and can act as a day head.

Two doors are built into the exterior of the transom. A separate door on the starboard side provides access to the stand-up engine room and crew quarters. A larger door on the port side lifts to reveal a garage for water sports, diving and fishing equipment. A convenient shower is built into the underside of the door.

The unique teak-laid swim platform was developed in co-operation with Opacmare to provide a three-step design that can be lowered into the water to make access simple both for swimming and launching water sports equipment. A swim ladder is incorporated into the side of the platform.

Basic Specs

• LOA: 80′ 8″
• Beam: 19′ 8″
• Draft: 6′ 3″
• Fuel: 2,695 US gal
• Water: 211 US gal

Riviera Yachts

Riviera is the largest and most awarded luxury yacht builder in australia and a leader in the global marine industry..

Founded in 1980, Riviera operates from the largest luxury yacht building facility in the Southern Hemisphere, a 14-hectare state-of-the-art waterfront site at Coomera on Queensland’s Gold Coast. Today, Riviera builds luxury yachts from 36 to 77 feet in length across five distinct model collections: the proven blue-water Flybridge range, stylish and sophisticated Sport Yachts , the sporty and adventurous SUV series, the luxurious and long-range new Sports Motor Yacht design and the timelessly classic Belize Motor Yachts.

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> > Please support our sponsors and let them know you heard about their products on Cruisers Forums. 20-07-2016, 17:29   Boat: Leopard 46.Sold. Amel Super Maramu 2000 clearance, seems lower than most? Is there a greater problem with slamming on these models? Boris. 20-07-2016, 18:12   Boat: FreeFlow 50 cat Dynamics which is a very good resource to learn about specific designs. A of thumb is below 40' Lwl clearance should be 6.5% of Lwl, and above 40' Lwl it should be 30". Despite the minimum clearance factor, also consider any surfaces that may extend below the bridgedeck that present a forward facing surface. They may slam even if the underside of the bridgedeck doesn't. happy hunting 20-07-2016, 18:22   Boat: Wildcat 35, Hobie 33 clearance moving aft is not very high...not an issue. 20-07-2016, 18:39   Boat: Privilege 39 Catamaran, Exit Only , your bridge deck clearance gets significantly less. That is one of the reasons I like sailing in the winds downwind. A lower bridge deck clearance is not so much of a problem running downwind on our cat. I would love to have a higher bridge deck clearance, but taking stuff off the involves people giving up some of their stuff. Not easy. I would love to have a higher bridge deck clearance by getting a bigger cat, but then there are all sorts of new challenges sailing and taking care of a larger yacht, not to mention the much bigger expense. I would stay away from low bridge deck cats, because in the real world of sailing, there is a high probability the clearance will get lower once the gets underway. 20-07-2016, 19:46   Boat: FreeFlow 50 cat 20-07-2016, 21:47   the wake isn't typically an issue if they meet towards the stern and by the time waves get to the stern, they already slammed further forward or the has had time to rise with the wave. Then you have the non-sailing aspects. We recently switched from a (lower bridge deck) to a (higher bridge deck). living, the steps on the are much steeper to accommodate the higher bridge deck. This makes it far less convenient carrying stuff down into the hulls (ie: groceries). Also, the lower deck makes it easier to reach low floating docks from the boat. As you get into larger , many of the high bridge deck models leave you 6-7' off the and the may be 12-18" off the water. So while you need a boat that is reasonable for sailing, remember you will probably spend 95% of your time living on the boat at or in a marina. 21-07-2016, 01:45   Boat: between boats or in a marina. 21-07-2016, 04:54   Boat: Wildcat 35, Hobie 33 21-07-2016, 05:30   which leaves max 2% of time actually sailing hehehe just buy a i guess.... 21-07-2016, 08:56   Boat: Ex Salina 48, now Lagoon 380 better, higher bridgedeck is better. I once owned a 40' cat with just 60cm (23.5") and the furniture cracked and you could not leave anything on the table when beating. And you can't always take a 20 degree detour if it takes toward the coast. In my Salina 48 with 85cm (33.5") clearance it was much better, BUT, there have been many times during my when I wished I had more, especially when I wanted to sleep off duty...... So, compromise if you want/need, but you will have to live with the consequences, especially if you intend to as comparing with just taking a little holiday every now and then. 21-07-2016, 09:00   Boat: Lagoon 450 21-07-2016, 09:05   Boat: Boatless ). There are many more who have looked at the design and physics of Cats, I'm not one of those. I'm more of a go cruising guy with what you got. An informal of other cat owners confirmed that they all slam to one degree or another in various conditions. The only one who really was disturbed by this was the owner of a Venezia 42 who commented his table would "dance" while underway. Are there any cat owners out there who find their boat unsailable due to bridge deck slamming? I also agree with the poster who commented that cruising the bridgedeck naturally gets closer to the water over time :-) 21-07-2016, 13:30   Boat: Lagoon 450S 21-07-2016, 13:59   Boat: Oyster 55 to and many places in between and throughout the on many occasions. There has been many times that I have witnessed the dinning table raise up an inch or two when hitting a wave. The is sometimes scary but I live with it. I have learned that changing your angle to the waves help a lot but it never completely go's away. It is sometimes unnerving. Yet when we turn the corner the boat takes off and the ride is smooth and exhilarating. Very well built boat and fun to steer. Does not feel like you are driving a house like some of the other cats I have sailed. Much room for and living spaces. Also I have never been as uncomfortable as I have on monohulls beating to and I did that for 30 years before a cat. I guess everything in life is a trade off unless you have , , money 21-07-2016, 16:25   Thread Tools Rate This Thread : Posting Rules post new threads post replies post attachments edit your posts is are code is are are are Similar Threads Thread Thread Starter Forum Replies Last Post tallboy Multihull Sailboats 18 05-10-2014 17:12 Almost Heaven Navigation 4 18-11-2010 14:20 Atlantic42 Multihull Sailboats 10 08-07-2009 20:26 isi Multihull Sailboats 4 04-02-2007 21:16 - - - - - - - Privacy Guaranteed - your email is never shared with anyone, opt out any time. This New Yacht Is Sailing to Gorgeous, Lesser-known Ports in the Caribbean Sea — and I Was on Board With 'Below Deck's' Chef Ben E merald Cruises' new Emerald Sakara ship brings guests to smaller ports in the Caribbean and Mediterranean, with an onboard marina and the occasional Bravo-lebrity. With a couple dozen guests looking on, chef Ben Robinson was showing how to slice and dice a fresh red snapper. “You kind of feel him — but you don’t fondle him,” said Robinson, the fan favorite from the Bravo reality show Below Deck, who’s always ready with a quip. As he pulled a perfect filet off the bone, he explained how to salt the fish and that there’s no more important relationship than the one you have with your fishmonger. “My advice is to always be friendly,” he noted. “I like to support my mom-and-pop [businesses]. If you become familiar with them, they’ll say, ‘Hey, I got this in this morning.’” The cooking demo, which also featured a ceviche how-to and tips on knife sharpening, was one of many “Chef Ben” moments on my trip aboard Emerald Sakara . It’s the newest 100-passenger vessel from Emerald Cruises, which launched in the fall of 2023, a sibling vessel to the Emerald Azzurra . During an eight-day voyage in March from San Juan, Puerto Rico, to St. John’s, Antigua and Barbuda, the reality personality was definitely one of the star attractions. Robinson spent several evenings in the galley, creating special dishes such as a panko-crusted veal striploin stuffed with pesto. He also hosted a well-attended Q&A about his life in the kitchen — and spent plenty of time connecting with fans, many of whom booked the trip specifically to chop it up with Below Deck alum. “We definitely booked because of Ben,” said Shannon Welnel , a Montana-based travel advisor who had lots of praise for his cuisine — and the yacht-like atmosphere on board the 100-passenger ship. Other guests I spoke with admitted they hadn’t seen much Below Deck, but were intrigued by the chance to chill with a Bravo-lebrity. Emerald Sakara With a max of just 100 passengers, Emerald Sakara feels at times like a private yacht, with no lines and no crowds, and outstanding service from a highly experienced crew. Minimalist rooms recall the stripped down aesthetic of Miami Beach or Mykonos, Greece, with pops of color from Missoni Home accents and a sleek-yet-functional bathroom with plenty of storage space. While this small ship has but one restaurant and one poolside cafe, there’s plenty of choice when it comes to meals, whether you’re hitting the breakfast or lunch buffet or choosing from the dinner menu. The onboard marina, which is open in favorable weather conditions, offers watersports and swimming off the stern of the ship. Easy to understand and mostly inclusive pricing covers meals, beverages at mealtime, many tours, and surprisingly speedy Wi-Fi. The intimate-ship vibe was also one reason the chef wanted to hop aboard. “This definitely has more of a yacht vibe than any other [ship] I've been on,” Robinson told me one afternoon. “A hundred passengers is not a lot,” he said. “I've been on boats with 2,500 passengers, and you really do feel like you're anonymous. But here, the service is great, and you really are treated as an individual and someone important. And you kind of lose that on the big boats.” While Robinson doesn’t have immediate plans to join another Emerald cruise, he told me that there were plenty of parallels between his life on megayachts and what the Sakara offers its guests. “It’s been incredible,” he said. I had to agree. The Sakara certainly has much to offer, both in spite of its smaller size and because of it. While it’s available to book by the cabin, like any cruise ship, it still manages to feel at times like a private yacht, particularly when it sails to less-commonly visited ports such as Culebra, on Puerto Rico, or St. Bart’s. In the latter, we dropped anchor near Eric Schmidt’s yacht, Whisper , and had the whole day to explore the glitzy island and its capital, Gustavia. (After a drive around in the morning, I managed to catch the beautiful sunset from the lovely little Shell Beach, right in town.) “The benefit of being on a small cruise ship like this one is that we can enter small ports and areas where others can’t,” said Robert Kuznin, the captain of Sakara , who previously worked with several cruise lines, including Paul Gauguin, Seabourn, and Virgin Voyages. “For example, when we dropped anchor in Esperanza Bay,” he explained about our stop at the island of Vieques, “there were only two meters under the keel — and that was the shallowest I’ve ever been!” The ability to go places that larger ships can’t was also on display one morning on St. Kitts, one of the final stops of my trip. It was still early in the morning, but already four mega-ships were docked in Basseterre, the island’s capital. Instead of tying up next to them on the busy cruise pier, we dropped anchor just off the beach in South Friar’s Bay, a long sweep of sand in the island’s southern reaches. There were no crowds to contend with, no paperwork hassles, no touts offering dodgy cab rides. A five-minute tender ride to the beach was all it took to meet our local guide. Time from leaving the breakfast buffet to our first stop? About 25 minutes. Even the most efficient mega-ship would struggle to make that happen — and they can’t drop anchor right off the one of the best beaches on the island.  Other moments aboard Sakara felt like something out of Below Deck . One afternoon, I made my way to the yacht’s marina, a platform at the stern stocked with lounge chairs, refreshments, and water toys such as a floating trampoline and inflatable sea kayaks. I jumped off the stern into the Caribbean and then tried out the ship’s Seabob, a floating gadget that’s like a cross between a Jet Ski and an electric scooter. As I continued my joy ride, I could see another vessel anchored just north of us. Turns out, it was David Geffen’s private yacht , Rising Sun . Of course, we were there first. Here’s a closer look at all the amenities of the Emerald Sakara , which sails seasonally in coastal waters in the Caribbean and the Mediterranean Sea. The Staterooms Welcome to your starship: the stripped down, white-and-gray cabins on Sakara feel sci-fi chic, particularly when the accent lighting is switched on. They’re also, thankfully, spacious and super functional, with ample storage space (including a safe), a small minibar, a coffee station, and a clever headboard built-in that’s a great spot for your charging devices and water bottle. Most of the 50 rooms and suites have verandas; ocean-view staterooms are the exception. Bathrooms are just big enough, with plenty of storage, and are stocked with Espa products and a hair dryer. My cabin, 421, was a 300-square-foot balcony suite toward the aft of the ship on deck four: I never once heard noise from the surrounding cabins or in the hallway, though I did occasionally notice sounds and vibrations from the vessel, something that is common on even the largest of ships. A note on power plugs: my stateroom had U.S.-style outlets throughout as well as USB-A charging ports on either side of the bed, a nice touch. Bars and Restaurants Because Sakara is smaller than most cruise ships, it can’t compete on sheer volume of bars and restaurants. Still, the food on board is solid. La Cucina is the only true dining room, with both indoor and outdoor seating; it has somewhat limited hours compared to the round-the-clock dining options on bigger vessels. That being said, I certainly didn’t go hungry: a breakfast buffet is complemented by traditional à la minute options such as omelets and pancakes; lunch is also buffet style with a carving station. Dinner is more restaurant style, with options from an ever-changing daily menu plus always available classics such as Caesar salad, shrimp cocktail, grilled salmon, and spaghetti bolognese on offer. (Many dietary restrictions and preferences can be accommodated.) On my voyage, chef Robinson put together several special plates, including what might’ve been the best dish of the week: a sesame-crusted seared yellowfin tuna with celeriac puree. The Below Deck star also put together a panko veal striploin roulade one night and, another evening, offered a citrus-cured hamachi with, in a touch of molecular gastronomy, “mango spheres.” Elsewhere on board, a poolside cafe, Aqua Café, has quick bites like burgers and flatbreads, as well as sweets and coffee pulled from a Cimbali espresso machine. The cocktails served in the Amici Lounge and the Sky Bar were consistently excellent, mixed by a talented team of pros who’ve previously worked on Seabourn ships and in some of Dubai’s top hotels. One weaker spot was the selection of wine on board: pours at mealtimes are included, but they didn’t rock my boat. A short list of “chairman’s wines,” available at extra cost, included a couple by-the-bottle finds such as 2013 vintage Cristal ($650) and some mid-tier Bordeaux and Burgundy options. Where Emerald Sakara Sails Though small, this ship isn’t an expedition yacht. Rather, it’s specifically designed for warm-weather coastal cruising, meaning it spends the lion’s share of its time in places such as the Caribbean and, in the Northern Hemisphere’s summer months, the Mediterranean. My trip aboard was spent entirely in the Leeward Islands of the Caribbean, where passages between ports were short and the seas were often calm. (We did occasionally encounter some swells of up to two meters, or 6.6 feet. I saw many guests wearing medicated patches to prevent motion sickness throughout the trip.) Sakara typically spends a season of several months in a given region, with a variety of cruise lengths offered, ranging from six to 24 days. In 2024, the ship will spend April through November in the Mediterranean. Sakara will return to the Caribbean at the end of the year, through April 2025. Shore Excursions Tours off the ship were a strong suit for Emerald, at least on my voyage. Most stops offered a variety of activities, ranging from a simple transfer to a nearby beach to a full-on, multi-hour tour. Usually, I found myself ashore with a very small group of folks — fewer than a dozen — and all the guides Emerald arranged were true pros. Passengers raved about a kayak paddle through the bioluminescent bay on Vieques, something I sadly didn’t try myself. I did, however, enjoy a short guided hike on the island of St. John, to the pristine beach along Salomon Bay, which was all but deserted. The organization of excursions felt flawless to me, thanks no doubt to the crew and shore excursion manager, Pilar Atencio. Worth a mention, too, were Atencio’s detailed briefings on what to expect each day. While these sorts of “port talks'' are common on ships of all sizes, they felt particularly useful on Sakara because of how intimate our groups were; many passengers made a point of attending the pre-dinner talks every night, for info on what to expect about our anchorage, historical background on each island, and detailed info about what each tour offering would entail. Amenities and Entertainment Call it small but mighty: Sakara has all the essentials, which is a bit of feat for a ship this size. A cozy spa has wellness and beauty treatments, as well as a small hairstyling and facial studio; morning yoga and stretching are available on deck. The fitness center, with a few cardio machines, a Peloton bike, and a variety of weights and other gear gets the job done. The smallish pool and a top-deck whirlpool were lovely — though I spent most of my time in the ocean: the Sakara ’s marina deck is a key feature, and it was open several afternoons during my trip. It’s like the greatest pool party you’ve ever been to, complete with piña coladas, sea kayaks, stand-up paddleboards, and a trampoline, right off the stern of the ship. It is, truly, as much fun as it sounds like, though it is subject to the whims of weather and ocean currents. Also available in some destinations are e-bikes from Gocycle, which are available on a first-come, first-served basis; during my trip, several guests gave them a spin on the island of Vieques. Sakara also carries a ton of snorkeling gear and beach towels, which passengers can borrow whenever they like. In terms of performances, this isn’t the vessel for Broadway-style shows, but guitarist Jamie Ferguson and voyage director Nathalie Millet added plenty of live music to the trip. Family-friendly Offerings The youngest passengers I spoke with on my cruise were in their 20s — and they were traveling with their parents. Sakara is perhaps the perfect ship for families traveling with adult children, since it offers such a diverse array of activities to suit different tastes and activity levels, while visiting intriguing destinations. The ship is also intimate enough that everybody can gather easily for meals — or a swim off the stern — without fighting the crowds common on larger vessels. On the other hand, Sakara is probably not the best choice for families with younger children: there’s no kid-specific programming, and you’re likely to be the only ones aboard with little ones. “Emerald Cruises yachts are recommended for people aged 12 and up, and they must be accompanied by and share a cabin with an adult aged 18 or [older],” a spokesperson shared with T+L. Accessibility Sakara is probably best described as somewhat accessible: the ship has elevators to all decks and the crew was, on my trip, very accommodating to those with mobility challenges. There are handrails throughout, and bathrooms feature shower grab bars. That being said, several areas of the ship — the outdoor dining terrace, for example — require navigating at least one step even once you’ve reached the deck in question by elevator. “Due to the nature and size of the ships, wheelchairs and scooters are not allowed to be used on board,” a spokesperson told T+L. When the ship is at anchor, it’s only possible to go ashore by tender or Zodiac, both of which could be challenging for those with limited mobility. As Emerald’s FAQ explains: “Guests with limited mobility will require help from a companion, since the crew is limited.” Also of note: many announcements are made only by loudspeaker with no hearing-impaired alternative. 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Share this: Click to print (Opens in new window) Click to share on Facebook (Opens in new window) Click to share on Twitter (Opens in new window) Click to share on LinkedIn (Opens in new window) Sverdlovsk Oblast in Russian. or , is a useful starting point for translations, but translators must revise errors as necessary and confirm that the translation is accurate, rather than simply copy-pasting machine-translated text into the English Wikipedia. provide in the accompanying your translation by providing an to the source of your translation. A model attribution edit summary is to the . . Свердловская область Coordinates: 61°20′E / 58.700°N 61.333°E / 58.700; 61.333 Country Administrative center Government  • Body  •  Area  • Total 194,307 km (75,022 sq mi)  • Rank Population ( )  • Total 4,268,998  • Estimate  4,325,256  • Rank  • Density 22/km (57/sq mi)  •  85.8%  •  14.2% (   ) RU-SVE 66, 96, 196 ID 65000000 Official languages Website Natural resources Early history, medieval history and russian expansion, rise of the mining-metallurgical era, soviet ural, post-soviet transition, administrative divisions, demographics, settlements, ethnic groups, chairmen of the oblast duma, chairmen of the house of representatives of the legislative assembly, economy and transportation, sister relationships, notable people, external links. any . Please help by . Unsourced material may be challenged and . ) ) Most of the oblast is spread over the eastern slopes of the Middle and North Urals and the Western Siberian Plain . Only in the southwest does the oblast stretch onto the western slopes of the Ural Mountains . The highest mountains all rise in the North Urals, Konzhakovsky Kamen at 1,569 metres (5,148   ft) and Denezhkin Kamen at 1,492 metres (4,895   ft) . The Middle Urals is mostly hilly country with no discernible peaks; the mean elevation is closer to 300 to 500 metres (980 to 1,640   ft) above sea level. [9] Principal rivers include the Tavda , the Tura , the Chusovaya , and the Ufa , the latter two being tributaries of the Kama . Sverdlovsk Oblast borders with, clockwise from the west, Perm Krai , the Komi Republic , Khanty–Mansi Autonomous Okrug , Tyumen Oblast , Kurgan , and Chelyabinsk Oblasts , and the Republic of Bashkortostan . The area is traversed by the northeasterly line of equal latitude and longitude. Rich in natural resources, the oblast is especially famous for metals ( iron , copper , gold , platinum ), minerals ( asbestos , gemstones , talcum ), marble and coal . It is mostly here that the bulk of Russian industry was concentrated in the 18th and 19th centuries. The area has continental climate patterns, with long cold winters (average temperatures reaching −15   °C (5   °F) to −25   °C (−13   °F) on the Western Siberian Plain) and short warm summers. Only in the southeast of the oblast do temperatures reach +30   °C (86   °F) in July. You can help expand this section with text translated from the corresponding article in Russian . (November 2020) Click [show] for important translation instructions. View a machine-translated version of the Russian article. in Russian. a machine-translated version of the Russian article. or , is a useful starting point for translations, but translators must revise errors as necessary and confirm that the translation is accurate, rather than simply copy-pasting machine-translated text into the English Wikipedia. to this template: there are already 937 articles in the , and specifying topic= will aid in categorization. provide in the accompanying your translation by providing an to the source of your translation. A model attribution edit summary is to the . . The territory of the region has been inhabited since ancient times. Numerous sites of ancient people were discovered, dating from the Paleolithic to the Iron Age. The Upper Paleolithic includes the Garinsky site on the right bank of the Sosva river near the village of Gari , the site in the Shaitansky grotto, and the site in the Bezymyanny cave (X millennium BC). [10] [11] In 1890, the 11 thousand years old (Mesolithic) Shigir idol was discovered. [12] A settlement and a burial ground in the Kalmatsky Brod tract are located on the right bank of the Iset river and date back to the Sarmatian time (from the 3rd century BC to the 2nd century AD). They belong to the Kalmak archaeological culture. In the Kalmatsky Brod burial ground, the skeletal skulls were strongly deformed by tight bandaging in early childhood, which indicates the penetration of steppe ethnic elements to the north. [13] There are numerous pictograms on the Koptelovsky stone, on the Oblique stone, on the Two-eyed stone, Starichnaya, Serginskaya, the rock paintings of the Bronze Age on the Neyva River, Tagil River (villages Brekhovaya, Gaevaya, Komelskaya), rock carvings on Shaitan-Kamen on the right bank of the Rezh river tied to indigenous Ural population, possibly speakers of a Ugric language . [14] [15] The Gostkovskaya Pisanitsa refers to the Middle Ages. [12] Before the first Russian colonists arrived to the region, it was populated by various Turkic and Ugrian tribes. By the 16th century, when the Middle Urals were under influence of various Tatar khanates, the strongest local state was the Vogul Pelym principality with its center in Pelym . The Russian conquest of the Khanate of Kazan in the 1550s paved the way further east, which was now free from Tatar depredations (see Yermak Timofeyevich ). The first surviving Russian settlements in the area date back to the late 16th   – early 17th centuries ( Verkhoturye , 1598; Turinsk , 1600; Irbit , 1633; Alapayevsk , 1639). At that time, those small trading posts were governed under Siberian administration in Tobolsk . After the 1708 administrative reform, Verkhoturye, Pelym and Turinsk became a part of the new Siberian Governorate , in 1737 their territories were assigned to the Kazan Governorate . During the 18th century, rich resources of iron and coal made Ural an industrial heartland of Russia. After getting control over Ural mines, the Demidov family put the region in the forefront of Russian industrialization. Yekaterinburg , Nevyansk and Tagil ironworks, founded in the 1700s to 1720s, soon joined the ranks of the major producers in Europe. Throughout the 18th and 19th century those newly founded factory towns enjoyed a status of special mining-metallurgical districts allowed to have a certain rate of financial and proprietary autonomy. During the 1781 reform middle Ural finally got its own regional administration in the form of the Perm Governorate . When in 1812 the Russian government legalized gold digging for its citizens, Middle Ural became a center of gold mining. Entrepreneurs of the Perm Governorate also started the gold rush in West Siberia, soon Yekaterinburgers began to dominate the Russian market of precious metals and gemstones. After the emancipation reform of 1861 , major Middle Uralian industries that were heavily dependent on serf labor entered decline, although it also allowed light industry to thrive. In 1878, Perm and Yekaterinburg were connected with a railroad, in 1888, railroads reached Tyumen , and ultimately, in 1897, Yekaterinburg joined the Trans-Siberian network . Emergence of railroad transportation helped to revitalize economy of Ural. The Bolsheviks established their power in Yekaterinburg and Perm during the first days of the October Revolution of 1917. In early 1918 the dethroned Czar Nicholas II and his family were transferred under custody to Yekaterinburg. Local Bolsheviks decided autonomously to execute the royal family on July 17, 1918, to prevent its rescue of by the approaching White Army forces. Ten days later Yekaterinburg was captured by the Czechoslovak troops of Sergei Wojciechowski . For the next year the Anti-bolshevik forces took control over the region. On 19 August 1918, Provisional Government of Ural was formed in Yekaterinburg by a coalition of liberal and democratic socialist parties, it was supposed to serve as a buffer between the Komuch and Provisional Siberian governments. After the Kolchak coup d'état in Omsk in November 1918, the Government of Ural was disbanded. In July 1919, in the course of the Yekaterinburg offense, Yekaterinburg and the surrounding areas were recaptured by the Red Army forces under command of Vasily Shorin . On the July 15th, the Perm Governorate was split by the Soviets and the east, for the first time in history, became a separate region, the Yekaterinburg Governorate. It was soon abolished and replaced by the Ural Oblast (1923-1934). In the 1930s many industrial enterprises were established and built with the help of forced labour. [16] Local industry received another impetus during World War II, when important producing facilities were relocated here from the European part of Russia to safeguard them from the advancing Germans (for example, IMZ-Ural , Kamensk-Uralsky Metallurgical Works ). In the postwar period much of the region was off-limits to foreigners. It was over Sverdlovsk that the American U-2 spy plane pilot Gary Powers was shot down on May 1, 1960, while on a reconnaissance mission. In 1979, there was an anthrax outbreak caused by an accident in a facility to develop biological weapons. In 1993, Governor Eduard Rossel responded to perceived economic inequality by attempting to create a " Ural Republic ." Sverdlovsk led the "Urals Five" ( Kurgan Oblast , Orenburg Oblast , Perm Krai , Chelyabinsk Oblast and Sverdlovsk) in a call for greater regional power. They argued that the oblasts deserved as much power as the ethnic homeland republics . The Urals Republic Constitution went into effect on October 27, 1993. Then Russian President Boris Yeltsin dissolved the Urals Republic and the Sverdlovsk Parliament 10 days later (on November 9). Population : 4,268,998   ( 2021 Census ) ; [5] 4,297,747   ( 2010 Russian census ) ; [17] 4,486,214   ( 2002 Census ) ; [18] 4,716,768   ( 1989 Soviet census ) . [19] Vital statistics for 2022: [20] [21] Births: 39,958 (9.4 per 1,000) Deaths: 59,316 (13.9 per 1,000) Total fertility rate (2022): [22] 1.56 children per woman Life expectancy (2021): [23] Total — 68.79 years (male   — 63.72, female   — 73.80) Rank Municipal pop. 1 1,493,749 2 349,008 3 166,086 4 120,778 5 95,861 6 80,357 7 72,688 8 62,908 9 61,533 10 60,979 Historical population Year 1926 3,151,883 —     1939 2,331,176 −26.0% 1959 4,044,416 +73.5% 1970 4,319,741 +6.8% 1979 4,453,491 +3.1% 1989 4,716,768 +5.9% 2002 4,486,214 −4.9% 2010 4,297,747 −4.2% 2021 4,268,998 −0.7% Source: Census data There were twenty-one recognized ethnic groups of more than two thousand persons each in the oblast. Residents identified themselves as belonging to a total of 148 different ethnic groups, including: [17] 3,684,843 Russians (90.6%); 143,803 Tatars (3.5%); 35,563 Ukrainians (0.9%); 31,183 Bashkirs (0.8%); 23,801 Mari (0.6%); 14,914 Germans (0.4%); 14,215 Azerbaijanis (0.3%); 13,789 Udmurts (0.3%); 11,670 Belarusians (0.3%); 11,510 Chuvash (0.26%); 11,501 Armenians (0.3%); 11,138 Tajiks (0.3%); 9,702 Mordovians (0.22%); 9,358 Uzbeks (0.2%); 232,978 people were registered from administrative databases, and could not declare an ethnicity. It is estimated that the proportion of ethnicities in this group is the same as that of the declared group. [24] Religion in Sverdlovsk Oblast as of 2012 (Sreda Arena Atlas) 33% Other 2.1% Other 5.8% 2.9% and other native faiths 1.3% 36.1% and 13% Other and undeclared 5.8% Christianity is the largest religion in Sverdlovsk Oblast. According to a 2012 survey [25] 43% of the population of Sverdlovsk Oblast adheres to the Russian Orthodox Church , 5% are nondenominational Christians (excluding Protestant churches), 3% are Muslims , 2% are Orthodox Christian believers without belonging to any Church or are members of other Orthodox churches , 1% are adherents of the Slavic native faith (Rodnovery), and 0.3% are adherents of forms of Hinduism ( Vedism , Krishnaism or Tantrism ). In addition, 36% of the population declares to be "spiritual but not religious", and 9.7% is atheist . [25] The most important institutions of higher education include Ural Federal University , Ural State Medical University , Ural State University of Economics , Ural State Law University , Ural State Mining University and Ural State Academy of Architecture and Arts , all located in the capital Yekaterinburg. The oblast's Charter, adopted on 17 December 1994, with subsequent amendments, establishes the oblast government. The Governor is the chief executive, who appoints the Government, consisting of ministries and departments. The Chairman of the Government, commonly referred to as the Prime Minister, is appointed with the consent of the lower house of the legislature , a process similar to the appointment of the federal Prime Minister . But the Governor cannot nominate the same candidate more than twice, yet he/she can dismiss the house after three failed attempts to appoint the Premier. [ needs update ] The Legislative Assembly is the regional parliament of Sverdlovsk Oblast. Until 2011, it was a bicameral legislature consisting of the Oblast Duma, the lower house , and the House of Representatives, the upper house . [27] Before the reform, members of the legislature served four-year terms with half of the Duma re-elected every two years. The Duma (28   members) was elected in party lists. The 21   members of the House of Representatives were elected in single-seat districts in a first-past-the-post system. The Legislative Assembly was the first bicameral legislature outside an autonomous republic, and the first regional legislature in Russia to elect members based on both party lists and single-seat districts . As of 2021, the Legislative Assembly is a unicameral legislature with a total of 50 seats, with half of the members elected by single-mandate constituencies and the other half elected in party lists for five-year terms. [28] [29] Compliance with the Charter is enforced by the Charter Court. The existence of such regional courts in Russia, formed and functioning outside the federal judiciary, although challenged, has been upheld and persisted successfully in most constituent members of the Federation where they were established. Until President Putin 's reforms of 2004, the Governor was elected by direct vote for terms of four years. Eduard Rossel has been the only elected governor (first elected governor for an oblast in Russia) since 1995 (appointed in 1991 and dismissed in 1993 by President Yeltsin ), re-elected in 1999 and 2003. Since 2012, the oblast's Governor is Yevgeny Kuyvashev . Name Period Vyacheslav Surganov April 20, 1996 – April 2000 Yevgeny Porunov April 26, 2000 – April 2002 Nikolay Voronin April 24, 2002 – April 23, 2003 Alexander Zaborov (acting) April 23, 2003 – July 3, 2003 Nikolay Voronin July 3, 2003 – March 23, 2010 Elena Chechunova March 23, 2010 – December 2011 Name Period Aleksandr Shaposhnikov April 20, 1996 – May 1998 Pyotr Golenishchev May 14, 1998 – April 2000 Viktor Yakimov April 21, 2000 – April 2004 Yury Osintsev April 6, 2004 – September 2007 Lyudmila Babushkina October 2007 – December 2011 In the 1990s, the Oblast's population was distinguished by relatively high support for parties and candidates of the right and democratic persuasion. In the 1996 presidential election, Boris Yeltsin , a native of the region who lived in Sverdlovsk until the 1980s, won over 70% of the vote. In the regional elections in 2010 in the Sverdlovsk Oblast, United Russia received minimal support relative to other regions - only 39.79% of votes. [30] Even though it could do with modernizing, the region's industries are quite diverse. 12% of Russia's iron and steel industry is still concentrated in Sverdlovsk oblast. Iron and copper are mined and processed here, the logging industry and wood-processing are important, too. The largest companies in the region include Ural Mining and Metallurgical Company , UralVagonZavod , Enel Russia , Nizhniy Tagil Iron and Steel Works , Federal Freight . [31] Yekaterinburg is a prominent road, rail and air hub in the Ural region. As the economic slump subsided, several European airlines started or resumed flights to the city. These include Lufthansa , British Airways , CSA , Turkish Airlines , Austrian Airlines and Finnair . Malév Hungarian Airlines used to be among those carriers but they had to drop their flights to SVX ( IATA airport code for Sverdlovsk) after a few months. The Alapaevsk narrow-gauge railway serves the communities around Alapayevsk . Bà Rịa–Vũng Tàu province , Vietnam Harbin , China Vladik Dzhabarov , Russian cyclist Andrey Fedyaev , Russian cosmonaut Yakov Sverdlov , a communist revolutionary after whom Sverdlovsk and subsequently Sverdlovsk Oblast were named. Church of the Purification of the Blessed Virgin Mary , a building of regional historical significance in Staropyshminsk village. Related Research Articles Chelyabinsk Oblast is a federal subject of Russia in the Ural Mountains region, on the border of Europe and Asia. Its administrative center is the city of Chelyabinsk. Irbit is a town in Sverdlovsk Oblast, Russia, located 203 kilometers (126 mi) from Yekaterinburg by train or 250 kilometers (160 mi) by car, on the right bank of the Nitsa. Population: 37,009 (2021 Census) ; 38,357 (2010 Russian census) ; 43,318 (2002 Census) ; 51,708 (1989 Soviet census) . Alapayevsk is a town in Sverdlovsk Oblast, Russia, located at the confluence of the Neyva and Alapaikha rivers. Population: 38,192 (2010 Russian census) ; 44,263 ; 50,060 ; 49,000 (1968). Kushva is a town in Sverdlovsk Oblast, Russia, located in the Ural Mountains near Yekaterinburg. Population: 30,167 (2010 Russian census) ; 35,555 (2002 Census) ; 43,096 (1989 Soviet census) . Nizhniye Sergi is a town and the administrative center of Nizhneserginsky District in Sverdlovsk Oblast, Russia, located on a rolling plain surrounded by the Ural Mountains, on the Serga River 120 kilometers (75 mi) from Yekaterinburg, the administrative center of the oblast. Population: 10,336 (2010 Russian census) ; 12,567 (2002 Census) ; 14,938 (1989 Soviet census) . Verkhnyaya Pyshma is a town in Sverdlovsk Oblast, Russia, located 1 kilometer (0.62 mi) north of Yekaterinburg. Population: 59,749 (2010 Russian census) ; 58,016 (2002 Census) ; 53,102 (1989 Soviet census) . Novouralsk is a closed town in Sverdlovsk Oblast, Russia, located on the eastern side of the Ural Mountains, about 70 kilometers (43 mi) north of Yekaterinburg, the administrative center of the oblast. Population: 85,522 (2010 Russian census) ; 95,414 (2002 Census) . Krasnoufimsk is a town in Sverdlovsk Oblast, Russia, located on the Ufa River, 224 kilometers (139 mi) from Yekaterinburg. Population: 39,765 (2010 Russian census) ; 43,595 (2002 Census) ; 45,618 (1989 Soviet census) . Revda is a town in Sverdlovsk Oblast, Russia. Population: 61,875 (2010 Russian census) ; 62,667 (2002 Census) ; 65,757 (1989 Soviet census) . Sredneuralsk is a town under the administrative jurisdiction of the Town of Verkhnyaya Pyshma in Sverdlovsk Oblast, Russia, located on the shore of Iset Lake, at the head of the Iset River, 25 kilometers (16 mi) north of Yekaterinburg. Population: 20,449 (2010 Russian census) ; 19,555 ; 18,786 (1989 Soviet census) . Kachkanar is a town in Sverdlovsk Oblast, Russia, located between the Isa and Vyya Rivers in the Tura River's basin, 205 kilometers (127 mi) north of Yekaterinburg, the administrative center of the oblast. Population: 41,426 (2010 Russian census) ; 44,664 (2002 Census) ; 48,251 (1989 Soviet census) . The town of Kachkanar is located at the foot of mountain Kachkanar. Ivdel is a town in Sverdlovsk Oblast, Russia, located on the Ivdel River near its confluence with the Lozva River, 535 kilometers (332 mi) north of Yekaterinburg, the administrative center of the oblast. Population: 17,775 (2010 Russian census) ; 19,324 (2002 Census) ; 19,014 (1989 Soviet census) . Severouralsk is a town in Sverdlovsk Oblast, Russia, located on the Vagran River at its confluence with the Kolonga River, 512 kilometers (318 mi) north of Yekaterinburg, the administrative center of the oblast. As of the 2010 Census, its population was 29,263. Pelym is an urban locality under the administrative jurisdiction of the Town of Ivdel in Sverdlovsk Oblast, Russia. Population: 3,376 (2010 Russian census) ; 3,708 (2002 Census) . Sukhoy Log is a town and the administrative center of Sukholozhsky District in Sverdlovsk Oblast, Russia, located on the eastern slopes of the Ural Mountains on the Pyshma River, 114 kilometers (71 mi) east of Yekaterinburg, the administrative center of the oblast. As of the 2010 Census, its population was 34,554. Gornozavodsky District is an administrative district (raion) of Perm Krai, Russia; one of the thirty-three in the krai. Municipally, it is incorporated as Gornozavodsky Municipal District . It is located on the western slopes of the Ural Mountains in the east of the krai. The area of the district is 7,057 square kilometers (2,725 sq mi). Its administrative center is the town of Gornozavodsk. Population: 26,044 (2010 Russian census) ; 30,172 (2002 Census) ; 38,004 (1989 Soviet census) . The population of Gornozavodsk accounts for 46.3% of the district's total population. Garinsky District is an administrative district (raion), one of the thirty in Sverdlovsk Oblast, Russia. As a municipal division, it is incorporated as Garinsky Urban Okrug . The area of the district is 16,770 square kilometers (6,470 sq mi). Its administrative center is the urban locality of Gari. Population: 4,904 ; 7,832 (2002 Census) ; 9,381 (1989 Soviet census) . The population of Gari accounts for 50.4% of the district's total population. The main point of historical interest is the former town of Pelym, which was one of the first Russian settlements east of the Urals, marking the eastern terminus of the Cherdyn Road from Europe to Siberia. Turinsky District is an administrative district (raion), one of the thirty in Sverdlovsk Oblast, Russia. As a municipal division, it is incorporated as Turinsky Urban Okrug . Its administrative center is the town of Turinsk. Population: 28,274 ; 32,540 (2002 Census) ; 40,749 (1989 Soviet census) . The population of Turinsk accounts for 63.4% of the district's total population. Isetsky District is an administrative district (raion), one of the twenty-two in Tyumen Oblast, Russia. As a municipal division, it is incorporated as Isetsky Municipal District . It is located in the west of the oblast. The area of the district is 2,751 square kilometers (1,062 sq mi). Its administrative center is the rural locality of Isetskoye. Population: 26,061 ; 26,565 (2002 Census) ; 25,862 (1989 Soviet census) . The population of Isetskoye accounts for 28.7% of the district's total population. Bisert is an urban locality in Nizhneserginsky District of Sverdlovsk Oblast, Russia. Population: 10,233 (2010 Russian census) ; 11,262 (2002 Census) ; 12,646 (1989 Soviet census) . ↑ Президент Российской Федерации.   Указ   №849   от   13 мая 2000 г. «О полномочном представителе Президента Российской Федерации в федеральном округе». Вступил в силу   13 мая 2000 г. Опубликован: "Собрание законодательства РФ", No.   20, ст. 2112, 15 мая 2000 г. (President of the Russian Federation.   Decree   # 849   of   May 13, 2000 On the Plenipotentiary Representative of the President of the Russian Federation in a Federal District . Effective as of   May 13, 2000.). ↑ Госстандарт Российской Федерации.   №ОК 024-95   27 декабря 1995 г. «Общероссийский классификатор экономических регионов. 2.   Экономические районы», в ред. Изменения №5/2001 ОКЭР. ( Gosstandart of the Russian Federation.   # OK 024-95   December 27, 1995 Russian Classification of Economic Regions. 2.   Economic Regions , as amended by the Amendment   # 5/2001 OKER. ). ↑ Official website of the Governor of Sverdlovsk Oblast. Alexander Sergeyevich Misharin (in Russian) 1 2 3 Russian Federal State Statistics Service. Всероссийская перепись населения 2020 года. Том 1 [ 2020 All-Russian Population Census, vol. 1 ] (XLS) (in Russian). Federal State Statistics Service . ↑ "26. Численность постоянного населения Российской Федерации по муниципальным образованиям на 1 января 2018 года" . Federal State Statistics Service . Retrieved 23 January 2019 . ↑ "Об исчислении времени" . Официальный интернет-портал правовой информации (in Russian). 3 June 2011 . Retrieved 19 January 2019 . ↑ Official throughout the Russian Federation according to Article   68.1 of the Constitution of Russia . ↑ "Russia: Impact of Climate Change to 2030" (PDF) . Retrieved 25 April 2023 . ↑ Сериков Ю. Б. Новые находки раннего палеолита в Среднем Зауралье // Ранний палеолит Евразии: новые открытия // Материалы Международной конференции, Краснодар – Темрюк, 1–6 сентября 2008 г. ↑ Сериков Ю. Б. Следы раннего палеолита на территории Среднего Зауралья // Вестник археологии, антропологии и этнографии, 2015 № 4 (31) 1 2 Объекты культурного наследия Свердловской области (список) ↑ Сальников К. В. Древнейшие памятники истории Урала , 1952. ↑ Khimiya i Zhizn , 9, 1974, p. 80 ↑ Писаницы Урала (in Russian). Ural.ru . Retrieved 26 December 2010 . ↑ V.A. Kravchenko: I chose freedom (1946) 1 2 Russian Federal State Statistics Service (2011). Всероссийская перепись населения 2010 года. Том   1 [ 2010 All-Russian Population Census, vol.   1 ] . Всероссийская перепись населения 2010   года [2010 All-Russia Population Census] (in Russian). Federal State Statistics Service . ↑ Federal State Statistics Service (21 May 2004). Численность населения России, субъектов Российской Федерации в составе федеральных округов, районов, городских поселений, сельских населённых пунктов   – районных центров и сельских населённых пунктов с населением 3   тысячи и более человек [ Population of Russia, Its Federal Districts, Federal Subjects, Districts, Urban Localities, Rural Localities—Administrative Centers, and Rural Localities with Population of Over 3,000 ] (XLS) . Всероссийская перепись населения 2002   года [All-Russia Population Census of 2002] (in Russian). ↑ Всесоюзная перепись населения 1989   г. Численность наличного населения союзных и автономных республик, автономных областей и округов, краёв, областей, районов, городских поселений и сёл-райцентров [ All Union Population Census of 1989: Present Population of Union and Autonomous Republics, Autonomous Oblasts and Okrugs, Krais, Oblasts, Districts, Urban Settlements, and Villages Serving as District Administrative Centers ] . Всесоюзная перепись населения 1989   года [All-Union Population Census of 1989] (in Russian). Институт демографии Национального исследовательского университета: Высшая школа экономики [Institute of Demography at the National Research University: Higher School of Economics]. 1989 – via Demoscope Weekly . ↑ "Information on the number of registered births, deaths, marriages and divorces for January to December 2022" . ROSSTAT . Archived from the original on 2 March 2023 . Retrieved 21 February 2023 . ↑ "Birth rate, mortality rate, natural increase, marriage rate, divorce rate for January to December 2022" . ROSSTAT . Archived from the original on 2 March 2023 . Retrieved 21 February 2023 . ↑ Суммарный коэффициент рождаемости [ Total fertility rate ] . Russian Federal State Statistics Service (in Russian). Archived from the original (XLSX) on 10 August 2023 . Retrieved 10 August 2023 . ↑ "Демографический ежегодник России" [ The Demographic Yearbook of Russia ] (in Russian). Federal State Statistics Service of Russia (Rosstat) . Retrieved 1 June 2022 . ↑ "ВПН-2010" . www.perepis-2010.ru . 1 2 3 "Arena: Atlas of Religions and Nationalities in Russia" . Sreda, 2012. ↑ 2012 Arena Atlas Religion Maps . "Ogonek", № 34 (5243), 27/08/2012. Retrieved 21/04/2017. Archived . ↑ Formation of the legislative body of Sverdlovsk Oblast , old.zsso.ru ↑ General information , zsso.ru ↑ "Свердловская область" . council.gov.ru . ↑ "Результат единороссов по Свердловской области был самым худшим для партии власти" [ The result of United Russia in the Sverdlovsk region was the worst for the ruling party ] . Archived from the original on 10 June 2010 . Retrieved 2 January 2011 . ↑ "Sverdlovsk region Industries" . investinregions.ru . Retrieved 7 November 2018 . Sverdlovsk Oblast on Facebook Investment portal of Sverdlovsk Oblast (in Russian) Official website of the Government of Sverdlovsk Oblast (48) (24) (9) (4) (3) (1) Claimed by and considered by most of the international community to be part of Ukraine. Administratively subordinated to . Administratively subordinated to . (by ) (by ) (by ) : • Administrative districts Cities and towns 326 COMMENTS The Anatomy of a Yacht The yacht bridge and bridge deck are two commonly referred to components on board. The bridge is the command centre of the yacht, where the captain and crew navigate through the water, monitor the yacht's systems, and communicate with other vessels. The bridge deck is the area that surrounds the bridge and typically offers a place of relaxation ... Mike Waller Yacht Design The WALLER 880 Cat is a full length bridge deck catamaran designed for family coastal cruising, with the occasional foray further afield. 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