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Perfectly maintained Spirit 37. Full accommodation and comfort in two cabins and saloon combined with a good design from de Ridder. A solid and safe cruiser for friends and family with very good performance under sail and engine. Fully equipped for intensive use with all ''gadgets" like radar, chart plotter, navtex, autopilot, removable forestay, heating, six sails etc.

General - SPIRIT 37

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PEARSON 424

DEHLER 36 JV

HALLBERG RASSY 352 SCANDINAVIA

DUFOUR 34 PERFORMANCE

• 2012 - 2014

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Professional BoatBuilder Magazine

The esprit of spirit yachts.

By Nic Compton , Sep 29, 2023

The sleek 52′ (15.85m) Flight of Ufford, launched in 2007, was campaigned hard and successfully by Spirit Yachts cofounder Sean McMillan. The traditionally styled wood/epoxy sloop has become the yard’s most popular model to date.

T he James Bond movie franchise has never shied from any chance to include a yacht in the narrative and as part of the set. And given the urgent nature of the glamorous secret agent’s business, these have tended to be fast powerboats, starting with the Fairey Huntresses and Huntsmen in  From  Russia With Love  (1963) through to the Glastron GT150 speedboat, which performed a spectacular 120 ‘  (36.6m) leap in  Live and Let Die  (1973), and a clutch of Sunseekers in subsequent films. In 2006, while filming  Casino  Royale , the filmmakers decided to do something a bit different. Alongside their usual high-velocity petrol-fueled fare, they featured a sailing yacht: a 54 ‘  (54 ‘  9 “ /16.7m) sloop with a long counter stern and seemingly acres of flawless varnish, which James Bond (Daniel Craig) and Vesper Lynd (Eva Green) sailed into Venice during a romantic interlude in the film.

Cast in the enviable role was the Spirit 54 designed and built by British boatbuilders Spirit Yachts, located in Ipswich, Suffolk, on the east coast of England. And if that wasn’t enough notoriety for the somewhat obscure custom builder, the producers repeated the trick in the 2021  No Time to Die , this time using a Spirit 46 (46 ‘  6 “ / 14.15m) sailing yacht for James Bond to sail around Jamaica during his “retirement” scenes.

The 54′ (16.7m) Soufrière was built for the 2006 James Bond franchise movie Casino Royale. Her brief appearance in the film making her way up the Grand Canal in Venice added the cachet of an international luxury brand to Spirit’s already sterling reputation as a yacht builder.

The pairing was in many ways a marriage made in heaven. Just as James Bond has come to symbolize the aspirational best of British wit, style, and appetite for adventure, Spirit Yachts offers the best in bespoke sailboats, combining high-performance modern hulls with a classic aesthetic and a price on par with Bond’s generous expense account. The formula has inspired a devoted following and led to a unique line of yachts, steadily increasing in size over the years, from the original 37-footer (11.5m) built in 1993 to its biggest creation so far, the 111 ‘  (33.8m)  Geist , launched in 2020.

Spirit Yachts is celebrating its 30th anniversary in 2023, so it seemed the perfect time to visit its expanded boatyard facility in Ipswich, where Spirit has become an increasingly important part of the regeneration of the disused docks and looks set to play an even bigger role as plans for a company-centered boatbuilding university take shape. The year started with the announcement of a major management reshuffle. Founder and chief designer Sean McMillan (now 72) is in effect taking semiretirement, handing ownership to a consortium of Spirit yacht owners and the day-to-day running of the company to Management Director Karen Underwood and the office’s newest recruit, Production & Design Director Julian Weatherill.

McMillan at the drafting table.

Yet the first person I see when I walk through the office door is McMillan, looking as suave and relaxed as James Bond himself, and bearing a roll of drawings for his latest design. No surprises there. Spirit Yachts has always been inextricably linked with this former-art-student-turned-boat-bum-turned-boatbuilder-turned-company-director. It turns out that he’s staying on as a consultant for the next three years, before fully retiring from the scene. Though it seems to me unlikely that will ever really happen.

“Sean is hanging on to the bits he likes [the designing] and letting go of the bits he doesn’t like [running a busy boatyard],” says Underwood, with a cheerful chuckle. She has worked in the marine industry for the past 25 years (including 15 years at Oyster Marine), and you get the feeling the company is in very safe hands.

She and McMillan are meeting a client at 11 a.m., so after a lengthy chat, newly promoted Marketing Director Helen Porter shows me around the yard. “We’ve had both sheds full of new builds for the past three years, catching up with pent-up demand after COVID,” she says. “We’ve had three 72s, one 68, one 52, and two 30s. We’ve now finally got space to take on some refurbishment projects, one for a couple who has been waiting a couple of years. The 52 in-build over there is Spirit hull number 80—or Sean’s 100th boat, if you include the ones he built before Spirit Yachts.”

A Spirit 72 in the busy yard in Ipswich, Suffolk, England, last June. At the time, the 30-year-old company was building its 80th hull.

It’s all a long way from the cottage in Saxmundham, about 18 miles (29 km) north of Ipswich, where I visited McMillan and his then-business-partner, Mick Newman, in 1994. They had just built their first boat, the Spirit 37, in a disused cowshed at the back of Newman’s house, and I had come to interview them and take photos of the boat for what would turn out to be the first-ever test sail of a Spirit yacht. Not that any of us had the slightest inkling of what was to come.

It all seemed to be a bit of a laugh. Sean had already had his fingers badly burned when his company, McMillan Yachts, had gone bust in the global financial crisis a few years earlier. Those boats were strip-planked gaffers, usually with modern underwater hull shapes and fancy joinery that fairly shouted out, “I am a wooden boat!”

“I was already playing with the visual joke about having a traditional-looking boat which is very modern below the waterline,” McMillan says. Not everyone got the joke, however, and after building a dozen boats, the company ground to a halt.

Back in ’94, he had joined forces with Newman—a former barge sailor—to create something completely different. The original Spirit 37 was inspired by the skerry cruisers of the Baltic, with their improbably tall rigs designed to catch the wind blowing over the tops of the flat islands, and their long, narrow hulls for optimum speed rather than comfort. But the new partners wanted to push the type to its limit by building the boat in super-lightweight materials and with a modern underwater shape—that McMillan joke again.

The first Spirit 37 (11.5m) was built in 1994, inspired by the tall-rigged skerry cruisers but with a modern hullform. She sailed beautifully and spurred multiple orders for boats of the same type and form.

The Beginning of Spirit Yachts

The first Spirit 37 was by any standards an extraordinary boat. With her long overhangs and narrow 7 ‘  (2.1m) beam, she looked superficially like a classic yacht from the 1920s, but underwater her bulb keel and skeg rudder told a more contemporary story. A judicious use of modern materials—including a strip-planked hull sheathed with fiberglass set in WEST System epoxy—meant the boat turned out exceptionally light: just 2 tons (4,000 lbs/1,814 kg), with an impressive 60% ballast/displacement ratio. It had a retro-looking fractional rig with knocked-back mast (curved aft at the top) combined with a modern-looking T-section boom and full-battened mainsail. The double cockpit and modern deck fittings suggested she was a serious racing boat, while the black walnut trim set it all off to dramatic aesthetic effect. Below decks, the boat had only sitting headroom, despite her 37 ‘  length, and the fit-out was stylish but spartan.

The Spirit company logo, a distiller’s retort flask, is set in the deck of the Spirit 52 Oui Fling

The pair named the boat the Spirit 37, not from any spiritual conviction but due to the volume of spirits consumed during her construction—hence the distiller’s retort flask in the logo. They had considered calling her the Hashish 37, but wisely decided against that in the end.

On the water, the boat proved nothing short of spectacular, clocking 11.7 knots on that first trial (a record she would take many years to break) and as light and responsive on the helm as an overgrown dinghy. She was every bit the fun boat McMillan and Newman had intended, but at that time she was a complete anomaly. The Spirit of Tradition class had yet to be created, and there were only a handful of identifiable “modern classics” in existence—mostly big cruising boats from the boards of Bruce King and André Hoek.

“[Back then] we were whistling in the dark,” McMillan later told me. “We had no idea whether there was a ‘retro’ movement or not. We just built the boat we wanted, which was fun and of a size we could relate to. Luckily, it struck a chord.”

The Spirit 46 Reprobate reveals the modern bulb keel and spade rudder that contribute to her remarkable turn of speed as she sails hard on the wind.

The Spirit 37 was one of the standout boats at the Düsseldorf boat show in January 1995 and was quickly snapped up by a German buyer, who sailed her for the next 25 years. The company also received two orders for 33 ‘  (10.1m) versions of the boat that would satisfy size restrictions on European lakes. Since then, Spirit Yachts hasn’t looked back.

The 37 was followed in 1996 by the 46 (14m), complete with carbon fiber mast, teak decks, and a serious turn of speed, reaching 18 knots on plane (though, according to my notes, McMillan claims he once got 26 knots out of a 46). Ten 37s were eventually built, as well as a dozen 46s. McMillan is keen to emphasize that no two Spirit yachts are identical, as they are all custom built, and even the 37 has three slightly different hull shapes, never mind the various interiors and deck layouts.

The year 1996 was a significant milestone in another way: it was the first time the Antigua Classics featured a dedicated class for modern classic yachts, and by a happy coincidence it named that class Spirit of Tradition. The Mediterranean classic-yacht circuit eventually followed suit in 2003. Suddenly it seemed that Spirit Yachts’ eccentric foray into imaginative boat design was not so contrary after all and was in fact on the leading edge of a new and growing movement. The bad boys of British boatbuilding were trendsetters in a glittering new vein of yachting.

Crucial to all this was McMillan’s background in fine art, for while he is just as concerned with performance and seaworthiness as other designers are, it is his willingness to take aesthetic risks that has set him apart in what is an intrinsically conservative industry.

After her role in the Bond film, Soufrière collected real-world silver racing in Ireland and at the Classics Week in Cowes.

“I take the view that yacht design is an art with science applied,” he says. “You have to have an instinctive understanding of how the hull moves through water. I gained that by sailing tens of thousands of miles as a delivery skipper, by leaning over the side of the boat and watching the hull, by getting more curious and studying hydrodynamics, and by going out and doing it. Some of the boats were great, and some not so great, but I learned a lot along the way.”

Despite its growing success, the business remained in the old cowshed behind Newman’s house until 2003, when they had to erect a temporary extension to build a 70-footer (21.3m), which was a full 10 ‘  (3.1m) longer than the shed itself. That was the final straw, and the following year the company moved to bigger premises at the old docks in Ipswich.

The slightly shorter Spirit 52 was spun out of that success, including the flush-decked Spirit of Tradition racing machine Oui Fling.

Bond Effect

If you had to imagine what a James Bond sailing yacht would look like, it would probably be a modern classic with exaggerated hull lines and a generous helping of shiny deck gear. So, it was almost an inevitability that sooner or later Spirit Yachts’ classy finish and understated power would attract the creators of the world’s most famous secret agent—and the 54 ‘   Soufrière  was duly built for the 2006 Bond movie  Casino Royale , complete with a luxurious interior comprising two cabins, en suite heads, and (that rarest thing on a Spirit yacht of that era) full standing headroom. The yacht was shipped to the Bahamas and sailed to Puerto Rico, then shipped to Croatia and sailed to Venice, where she is said to have been the first sailing yacht to go up the Grand Canal in 300 years (albeit under power).

All these efforts yielded just a few minutes of footage in the final film, but it was enough to turn Spirit Yachts, until then mainly a British success story, into an international brand. Following the release of Casino Royale , inquiries at the yard increased fourfold—though more often than not the phone went quiet when a price was mentioned. Not everyone, it seems, has a Bond-caliber budget.

Soufrière  turned out to be exceptionally fast and, under her new real-life owner, won a string of trophies at home in Ireland and at the annual British Classics Week in Cowes. Her success prompted McMillan to build a slightly smaller version for himself. Launched in 2007, his 52 ‘   Flight of Ufford  has proven equally competitive, regularly clocking speeds of up to 16 knots and winning British Classics Week three years running in 2014–16—though since 2017 he has had to take turns at first place with the stripped-down, flush-decked 52-footer  Oui Fling , built for Baron Irvine Laidlaw of Rothiemay. McMillan’s proudest moment on his boat, however, was being invited to join the Queen’s Jubilee Pageant on the Thames in 2012—the only modern yacht to be summoned.

The year 2007 was also a landmark for a more somber reason, as McMillan’s longtime business partner, Mick Newman, died in a plane crash. Sadly, he would never see the full flowering of the company he helped to create.

The 111′ (33.8m) Geist, designed for the owner of a 52 who wanted a larger version, was built mostly of sustainable timber, except for the teak decks.

The 52 went on to become the yard’s most popular boat to date, no doubt helped by McMillan’s enthusiastic campaigning of  Flight of Ufford  on both sides of the Atlantic. It also led to the yard’s biggest and most challenging commission. After the Spirit 52  Happy Forever  hit a rock in the Baltic, she went back to the Spirit yard for repair, and while her owner (a young German shipowner) stopped by to check progress he spotted a design McMillan was working on. He asked him to design a 90 ‘  (27.4m) version, and when that wasn’t quite right, asked that it be drawn out to 100 ‘  (30.5m), then 105 ‘  (32m) and, finally, 111 ‘  (33.8m). While the yacht’s hull grew longer with each design iteration, her freeboard remained unchanged—she just got sleeker and more stunning each time.

The result was  Geist , the Spirit 111, said to be the biggest single-masted wooden boat built in Britain since the J-Class  Shamrock  in the 1930s. Not only that, but the yard claimed it was “one of the most environmentally friendly sailing superyachts ever created.” Built mostly of sustainable timber (except for those endless teak decks), it boasted a 100-kW Torqeedo electric engine served by four banks of lithium-ion batteries that could be recharged by the propeller while under sail.

Belowdecks, the owner specified that he wanted only organic shapes—there should be no straight lines and no sharp corners. It was a challenge that the Spirit workforce (with some help from the design agency Rhoades Young) rose to, creating a cocoon-like interior with rounded bulkheads, curved seating and sideboards, and shell-like beds that seem to hover in space. Storage space is mostly hidden behind panels with sensor-activated doors that open to the touch. It was quite simply, as Underwood puts it, “a floating work of art.”

“Building the hull wasn’t a problem; that’s our bread and butter,” says Yard Supervisor Adrian Gooderham, who has worked at Spirit for more than 20 years. “But building the interior was a challenge, especially as they wanted the veneers to match, even in the sink areas, where it comes down the bulkhead onto the countertop, down the side, then onto the shelf, and down again—all matching. If there was a defect in any part of it, you’d have to find another veneer and start again.”

Most of the internal joinery was farmed out, but Gooderham built the distinctive saloon table—56 curved legs arranged in a circle, with a round glass top that bolted to the top of each leg. “Quite complex,” he admits.

Geist’s curvaceous bulkheads, settees, and house structure were built with flawless veneers, glass surfaces, and the absence of trim that could conceal any gaps.

Building Clean

The company’s commitment to the environment stems from its early days when, McMillan points out, just choosing to build in wood would label you as a crank. He still feels just as strongly about it now.

“You can’t build boats and not be concerned about the environment,” he says. “The implications for the yachting industry are dire, yet 99.9% of companies are banging out petrochemical products with no attempt to deal with end of life. There has to be a point when you stand up and say, ‘This cannot be right.’ We are gradually getting rid of diesel engines and trying to build boats that have minimum impact on the planet.”

Laminating diagonal sipo wood veneers over the Douglas-fir strip planking yields a stiff monocoque hull built mostly of renewable wood.

Over the years, the company has refined its focus. Early on, they stopped using Brazilian mahogany when their supplier couldn’t guarantee it came from a sustainable source. They switched to sipo, a similar timber grown as a commercial crop. More recently, they stopped using teak for decks and tried using the teak-substitute Lignia. When that company went bust amid concerns about the durability of the product, Spirit switched to using Douglas-fir, which has proven a good substitute. Various test panels with the alternative decking material are being continuously monitored, in part thanks to an accelerated-aging test tank on loan from electronics supplier Raymarine.

In 2020, they launched the first all-electric Spirit 44E (13.4m), fitted with an Oceanvolt sail drive powered by lithium-ion batteries that can be recharged by two large solar panels on the afterdeck or, while under sail, by the spinning propeller. Her decks were made of Lignia, and her sails were fabricated with 4T Forte recyclable cloth, courtesy of OneSails, which makes most of Spirit’s sails.  Avvento  was shipped to her owner’s home in British Columbia, Canada, where she cruises in remote areas for weeks at a time with no need for external energy supply. Her owner jokes that he’s more likely to run out of food than run out of electricity. Nearly half of Spirit’s new builds are now fitted with electric engines, though McMillan is quick to acknowledge that, environmentally speaking, they are not the “perfect panacea” due to the use of rare metals in the batteries.

Recently the yard has experimented with replacing teak decking with quarter-sawn Douglas-fir.

Bcomp’s flax fiber is a promising alternative to glass fiber laminate for exterior hull sheathing on Spirit’s 30-footers

More recently, Spirit Yachts has been applying flax cloth in place of fiberglass to sheathe their 30-footers—Bcomp’s ampliTex flax 350-g/m 2 biaxial (+/–45°) 1270mm and ampliTex flax twill 2/2, no twist, 1000mm, 300-g/m 2 —and will apply it to the bigger boats once they are happy with its performance. (See “ Flax  Boats,”  Professional BoatBuilder  No. 197, page 44.)

“We had to be much quicker with the glue when laying up the flax, as it is very absorbent,” says Gooderham. “We had to be precise with the quantities of resin, and we had to post-cure in a tent at 25°C [77°F] during the fairing process.”

The Spirit 44E Avvento was the first Spirit yacht with an electric sail drive powered by lithium-ion batteries. She also sported sails made of recyclable sailcloth.

They are also experimenting with bio-based resin in nonstructural areas and hope to use it more extensively in due course.

And there are many other, smaller ways the company earns its eco-credentials, as Helen Porter explains: “We recently replaced our plastic paint trays with sugar cane trays, and we’ve replaced our paint brushes and rollers with low-carbon-footprint products. We’re using vacuum bags made out of recycled materials. We’ve discovered we can reduce waste timber by 20% by using CNC to cut wood. So, we are constantly chipping away in the background. The goal is always to lower the carbon footprint of a yacht as much as possible.”

She makes the point that in most instances, the more sustainable solution will offer other benefits such as reduced noise, cheaper running costs, or greater self-sufficiency, meaning there is less need to call on expensive marinas. When the benefits are fully explained, she says, nine times out of 10 the client will opt for the more sustainable option.

Once again, the company’s once-unorthodox stance has served them well, and while most of the marine industry is playing catchup on burnishing their environmental credentials, Spirit finds itself in the vanguard of the movement. Underwood estimates that as many as 60% of their customers “have sustainability in their minds. They are living and breathing it already. They have an electric car. They have a ground-source heat-pump system at home. That’s why they come to us.”

Custom cabinetry and accommodations are strategically built-in before the cabin structure is sheathed.

Another sign of the times for Spirit Yachts is a greater emphasis on boat interiors, something designer Tom Smith, who trained partly in Italy, is happy to go along with. “The interior never used to get as much attention as the exterior. Now it’s just as much,” says Smith, who heads a team of four designers at the yard. “Lots of people want their yachts to be as comfortable as their homes. That should be possible, as long as you’re clever. I hate it when people say that yacht design is a compromise. There’s no reason to compromise; you just have to be clever with the design.”

In practical terms, that has meant a shift away from traditional wood paneling toward lighter colors, including white satin painted panels. The company is also collaborating with textiles companies to try out new color palettes including cloths made from recycled bottles.

Spirit Yachts Under Power

In recent years, Spirit has added a few powerboats to their stable of designs—from a couple of retro-styled launches, the P40 (12.2m) and P35 (10.7m), to a more substantial 70 ‘  motoryacht, the P70, designed to cross the North Sea from the U.K. to the Baltic and back at 18 knots. Even here, the company is keen to emphasize the designs’ eco credentials, noting that it can build the boats lighter than their GRP equivalents, which means they require smaller engines and therefore have greater fuel efficiency. It’s a virtuous circle that again benefits the client by saving them money in running costs.

Spirit’s most spectacular powerboat to date had finally completed its trials stage when I visited the company in June 2023. The F35 looks every bit like one of those classic North American speedboats from 100 years ago. Long and narrow, with sensuously shaped varnished topsides and foredeck, it appears the epitome of 1920s elegance. But, like her sailing sisters, the F35 has a secret hiding underwater: foils. Power her up to 14 knots or so and she will free herself from the tedious limitations of wetted surface area and fly largely above the water at up to 30 knots (though 22 knots is her cruising speed).

Spirit Yachts joined forces with BAR Technologies (better known for its  America ’s Cup simulation and design) to create this electric foiler with a range of 100 miles at 22 knots. This is a major step forward in electric boating, and all with a classic aesthetic that you don’t expect to perform so efficiently—that old McMillan joke again.

McMillan is rightfully proud of his new design and, back in the office, shows me a video of the boat in action on Lake Maggiore in Italy. Halfway through, the F35 is joined by a copy of the Crouch-designed  Baby Bootlegger , a curvaceous 1924 American mahogany speedboat that inspired his design. (See Paul Lazarus’s “How Fast Will It Go?” in PBB No. 169, page 62.) The family resemblance is clear—though, as McMillan points out, their performance is quite different. The old boat with its 220-hp (165-kW) combustion engine leaves a vast wake, while the big foiler at speed barely dimples the lake surface.

She’s clearly the future of motorboating—fast, elegant, and clean—especially once safety and ethical concerns around some lithium-ion batteries are resolved or competing alternative fuels become viable.

I’m keen to see the roll of plans McMillan has brought in for scanning—he still works in the early stages with pen and paper before submitting his drawings to CAD for the development and production stages—but it turns out they’re top secret. All he will say is that they are for an “extremely radical” electric foiler, considerably bigger than the F35. Even at 72, he is still clearly excited by this latest project.

An F35, the latest model in Spirit Yacht’s sparse line of powerboats, is an electric-powered fully foiling tribute to the mahogany runabouts of the 1920s.

Spirit Yachts’ Academy and Beyond

McMillan is willing to talk about another project close to his heart: the new Spirit Academy. In the past the company was able to recruit staff from all over the world to work in the yard, but that has become more difficult since Brexit, and like most companies in the boating sector, Spirit has suffered a skills shortage. The solution McMillan decided on is to set up a training center in a disused building right next to the yard. The Spirit Academy will be the first university-standard boatbuilding college in the world, training students to a high skill level so they come out ready to start work using modern tools and materials. The course of study will comprise most aspects of boatbuilding, including design, rigging, and sailmaking. The only thing that won’t be in the curriculum is fiberglass construction, which McMillan is convinced will soon “come to a crashing halt.”

He said he hopes to start restoring the building this autumn, with the first intake of students possible as early as fall of 2025. The plan is to enroll two classes a year of 12 students each for a two-year course, with a total of 48 students when it’s fully up and running.

Meanwhile, Spirit Yachts will continue building its distinctive brand of high-quality wood/composite yachts. Despite recent forays into powerboats, sailing yachts will continue to be their focus, particularly in the 60 ‘ –90 ‘  range (their “sweet spot,” according to Underwood). The new 72-footer is particularly popular right now, with three built in two years—one for charter (with a cabin forward for paid crew), one for racing, and the third for bluewater cruising.

McMillan shows no signs of slowing down, and neither does the company he created in a disused cowshed all those years ago. At last, it seems the world has caught up, and the McMillan joke of delivering modern performance boats with vintage aesthetics is one we can all understand.

About the Author:   Nic Compton is a freelance writer/photographer based in Devon, U.K. He lived on boats in the Mediterranean until the age of 15 and worked as a boatbuilder for many years before swapping his chisel for a pen and his router for a computer. He sails a Rhode Island–built Freedom 33, currently based in Greece.

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Spirit yachts spirit 37.

• 173 Views in the last 7 days
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Used Boat, Classic Sailing Yacht , Keelboat , Regatta Boat

Spirit Yachts, first boat built in 1994, totally refurbished in 2022,

• EUR 184.000,- EU taxes paid
• 1994 Year Built
• very good condition Condition
• 11.10 m x 2.13 m Length x Beam
• 1.37 m Draught
• 2'450 kg Displacement
• C - Inshore CE Design Category
• Wood Material
• Tiller Steering Steering
• Bulb Keel Keel Type
• 1'350 kg Ballast
• 8 Persons Certified No. of Persons
• 124 cm Headroom
• 1 Cabin No. of Cabins
• 4 beds No. of berths
• 20 l Water Fresh water tank
• Inboard Direct-Drive Propulsion
• Yanmar 1GM10 Nr. 12613, 10 PS Engine
• 1 x 10 HP / 7 kW Engine Performance
• 25 l Diesel Fuel Type
• 900 h Engine Hours
• 22 m² (Battened Mainsail, Mast Furling) Mainsail
• 7 m² (Roller Furling) Jib
• 19 m² (Roller Furling) Genoa
• 49 m² Spinnaker
• 56 m² Gennaker

Germany » Bayern » Starnberger See

Berth Available

1994 Spirit Yachts Spirit 37, EUR 184.000,-

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• Fire Extinguisher
• Navigation Lights
• Wind Instrument
• Depth Instrument
• Speed Instrument
• Cockpit Cover
• Winter Cover
• Swim Ladder
• Underwater Paint

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Spirit Yachts: Inside the British yard behind some of the world’s most beautiful boats

• February 6, 2020

Few builders possess the power of seduction demonstrated by British wood epoxy experts Spirit Yachts. David Glenn reports

Spirit Yachts’s workforce with one of the laminated sapele frames of the Spirit 111. Photo: Emily Harris

Highly stylised furniture

Two of the defining features of the Spirit 111 are aesthetics and a determination to use modern technology to make the yacht as efficient as possible, reducing the amount of fossil fuel required.

In profile she has a noticeably low freeboard and while the owner was warned this might limit headroom in the ends of the accommodation he was prepared to sacrifice this for looks. “The freeboard is just 1.4m which means she looks stunning – she’s more J then a J,” said Sean McMillan who is clearly relishing working with a client who won’t let anything get in the way of aesthetics.

Using some unusual, highly stylised furniture as guidance on how he wanted the interior designed, the client went to Rhoades Young in the UK to develop the accommodation. The result, which suits the use of wood construction perfectly, is quite extraordinary.

The yacht’s drive train comprises a 200hp electric engine served by four banks of lithium ion batteries providing a 380V system. The technology has been developed by the German outboard manufacturer Torqeedo, which has branched out into other forms of what it calls ‘water-based electromobility’ in response to the need for boats to be super eco-friendly on European inland lakes.

Nigel Stuart and Sean McMillan visited several companies developing the technology and were impressed by what they saw at Torqeedo in Gilching, Bavaria. One of the attractions is that the company considers the system as a whole, including batteries, the drive train to the folding Gori propeller, the ‘freewheeling’ prop generator system while sailing, and smart control to keep electricity consumption to a minimum.

The electric propulsion package perfectly suits the Spirit 111’s easily driven hull and relatively light displacement of just 59 tonnes. The batteries, which are similar to those used by BMW for their i3 and i8 electric cars, have a nine-year warranty and are small enough to fit under the yacht’s cabin sole in way of the keel.

It is anticipated that the Spirit 111 will be able to remain in quiet ship mode (no generator running) using all domestic appliances including air conditioning and water making for three to four days, assuming charging via the propeller while sailing can be achieved for up to five hours a day. Recharging the batteries using the yacht’s twin 25kw/33hp four-cylinder Torqeedo generators takes just four hours.

The deckhouse of a new Spirit in build showing the fan skylight. Photo: Emily Harris

In addition to propulsion efficiency, low current means running motors for cooling systems for the battery bank and the electric engine itself, plus pumps for the hydraulic system and a Webasto electric water heater, will also be far more efficient through smart control and monitoring. If these targets can be reached, the Spirit 111 will use half the amount of fuel than that of a conventional system, demonstrating a big advance in the search for the genuinely eco-friendly superyacht.

Another yacht in search of low consumption, and attracting considerable attention, is the recently-launched Spirit P70 motor yacht . She’s a semi-displacement fast cruiser with a top speed of 25 knots, whose owner required a 1,000nm range at 18 knots enabling him to complete cruises from Hamble in the UK to Scandinavia and back without refuelling.

Her advantageous power-to-weight ratio is achieved through her lightweight timber construction requiring two MAN diesel inboard engines of just 800hp each to reach the required performance. She carries 10,000lt of fuel, divided into five tanks, which is automatically distributed between the tanks to maintain efficient trim as the fuel is consumed. With luxurious accommodation on three levels this is a businesslike-looking yacht capable of high average speeds in almost all sea conditions.

The P70 powerboat hull in the early stages of build with major engineering fitting such as engine and stabilisers. Photo: Emily Harris

With these three yachts alone, Spirit Yachts is displaying not only its known ability in sophisticated wood epoxy construction, but also its keenness to use advanced technology available from other industries. It’s a powerful combination likely to attract considerable attention in the demanding world of superyachting.

The Spirit Yachts story: From a cowshed in Saxmundham to building superyachts

Spirit Yachts has come a long way since a 37-footer called Spirit was built in a cowshed in Saxmundham in 1993. The hull of this beautiful long-ended, wood epoxy sloop was so light that Sean McMillan and his late business partner Mick Newman could pick it up between them and turn it over for completion.

Demand for larger yachts soon grew with eleven 46s built to date, four 52s and many other sizes including a 56, 74 and the 100-footer Gaia . Despite a steady flow of orders over the years and a big spike in interest when a Spirit 54 ‘starred’ in the James Bond movie Casino Royale , Sean McMillan had to spend a lot of time explaining the advantages of building in wood epoxy to the boat buying public.

Daniel Craig took the helm of a Spirit 54 in Casino Royale

“Thirty years ago people thought wooden boats were dirty smelly things, difficult to maintain with dodgy stuff lurking in the bilges,” said McMillan. “The journey has involved subtly re-educating the yachting public about composite wooden yachts.”

Due to its epoxy saturated protection, composite wood yachts are almost maintenance-free, they are easy to repair and can be done so invisibly, maintains Sean McMillan. The very structure of the hull is, without doubt, a thing of beauty something illustrated by the interior of the stripped out Spirit 52D Oui Fling . And it is the outward appearance of the Spirit genre that gives it its must-have status.

In 2007 Spirit Yachts launched five yachts including the 100ft Gaia , but it was also the year in which Sean lost his business partner Mick Newman, who died in a light aircraft crash in Turkey. Shortly after that in 2008 the financial crisis hit, although the effects didn’t filter down to Spirit Yachts until 2010 when business slowed.

The stripped-out interior of the Spirit 52D Oui Fling exhibits the yard’s craftsmanship. Photo: Mike Bowden

When Nigel Stuart arrived in 2013, the first thing he did was replace the industrial style metal door leading to reception with a solid mahogany one. He booked a stand at the Düsseldorf Boat Show, fired up the media machine and sat Sean down at his drawing board.

Stuart has also encouraged the company to re-define its range, which now includes, The Classic Style (Spirit 46,52, 56); The Cruising Style (Spirit 47CR, 55CR); The Deckhouse Range (Spirit DH57, DH60); Spirit Superyachts (100 to 130) and then the entirely bespoke. Spirit Yachts expanded into new, modern premises in 2017, making the build process faster. In all respects it’s a very long way indeed from that cowshed in Saxmundham…

The go-faster factor

A key player in almost all Spirit Yachts projects is John Parker of OneSails, based in Suffolk Yacht Harbour. He is passionate about Spirit’s modern classic ethos. His sails are not only Spirit’s preferred choice, but clients are urged to discuss their needs from early on in a project.

The interior of the Spirit 74 is beautifully built in ruby rich mahogany and flooded with light. Photo: Anthony Morris

“It’s important to understand how people are likely to use their yachts,” said Nigel Stuart. “Are they setters and leavers, or non-stop tweakers? Will they simply go cruising or take to the race course?” Based on these facts carbon mast specification can be decided.

“We try to futureproof yachts by building in items like additional sheave boxes and mast track laminate reinforcement for spinnaker poles – it’s amazing how many clients seem convinced they don’t want to race but end up being tempted,” said Stuart.

Low friction rings, soft shackles and bespoke, colour-coded running rigging – even hand stitched leather winch handle pockets – are all part of what’s on offer to ensure clients get the best out of their Spirit and that the boat looks the part.

Adapted and updated from an article published in the September 2017 edition of Yachting World.

• 1. Introduction
• 2. Highly stylised furniture

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Spirit 37 – An accomplished re-rig of a classic yacht

Following various logistical challenges and problems with unseasonal adverse weather conditions – Fox’s Rigging was asked by Spirit Yachts to re-rig the stunning Spirit 37 in time for her sail trials.

Fox’s Rigging expertly juggled lock opening and tide times, whilst fulfilling their other commitments to step or un-step six other large rigs. Fox’s Rigging seized the challenge and successfully delivered a rigged and ready yacht to the client.

Find out more about Fox’s Rigging

Find out more about Spirit Yachts

Are you interested in a Fox’s Marina & Boatyard service? Get in touch with Fox's Marina

Profile for Spirit Yachts Spirit 37

Boat accessories.

Anchor, Battery, Bilge Pump, Cockpit Cover, Compass, Depth Instrument, Fire Extinguisher, Full Cover, Navigation Lights, Sink, Speed Instrument, Swim Ladder, Teak Deck, Trailer, Underwater Paint, Wind Instrument, Winter Cover

Diese wunderschöne Spirit 37, nachhaltig aus Holz und Epoxidharz gebaut, mit einem Aluminium Peitschen-Mast und einem Bulbkiel mit mäßigem Tiefgang 1,38m ausgestattet, ist bereit für Rennen oder Kreuzfahrten als Gentleman-Tagesboot. Sie nahm viele Jahre lang an Wettkämpfen im Starnberger See teil und und belegte in ihrer Klasse vom ersten, zweiten, dritten und andere Plätze je nach Wind und geschick bei den Classic und Yardstickregatten Regatten. Sie wird komplett mit einem Straßenanhänger geliefert und kann von einem großen SUV oder Jeep gezogen werden, um zu Regatten in ganz Europa zu gelangen. Sie kann derzeit am Starnberger See außerhalb des Wassers besichtigt werden. Die MWST wurde beim Kauf bereits entrichtet. Auch eine Anteilseilhaberschaft als Mittsegler wäre denkbar! YouTube.com spirit yachts classic https://www.youtube.com/watch?v=r17RRw6sF_0 First look at the Spirit Story Everything you need to know about Spirit Yachts. From a disused cow shed in rural Suffolk to a waterside facility launching world-class superyachts. Since Spirit Yachts was founded in 1993, the company has been on quite a journey. There have been Bond films, superyachts and eco-yachts, but the core ethos remains the same: beautiful, performance yachts hand-crafted from sustainable wood and enhanced by modern technology. To really understand Spirit Yachts, you must first hear our story. https://www.youtube.com/watch?v=PjLjKASxH6k Spirit Yachts racing at British Classic Week 2021 Eleven Spirits graced the waters of the Solent for a week of racing, cruising and socialising during British Classic Week 2021. Here's a look at the action on the wate https://www.youtube.com/watch?v=1qx9Jdo9YVM Schönes informative Video ! https://www.youtube.com/watch?v=q5ZJ77Eo_yI Spirityachts mit preisangabe von 5 Schiffen in US Dollar Weitere Informationen: Salon, Cockpit Schlafmöglichkeit für Familie 2 Erwachsene und 2- 3 Kinder SPIRIT 37 CLASSIC the new price was 600000,- Euro in 2015 now 3 times less to sell a timeless classic The first yacht built by Spirit Yachts in 1993 was a 37ft sloop ‘SPIRIT’ which gave its name to the whole range of beautiful yachts that have been launched since. The original ‘SPIRIT’ has made her home on the Starnberger See in Southern Germany for many years now, where she is still a real head-turner! The Spirit 37 has 4 places where sailers can sleep, good for a couple with 2 kids. The teak deck was renewed in 2012 I was sailing with my jib (new fleyer) 37qm and the main 21qm at 16knots wind at a speed 8,6 knots. the fastest speed with my spirit 37 on the lake was at 32-34knots wind with the small jib 7qm and main 21qm, Boat speed 12,5 knots it was feeling like surfing. The founder of Spirit Yachts, Sean and Mike, told me that they made this speed when they were sailing wind with the Genacker Chemical toilet is available, spiritus cooker, double stainless steal water base mechanical and electric bilge draining pumps lamps inside coachroof, two steering Compass with night illumination additional service: I installed on the Mast top 2 roller reefing device, for the big flyer 35qm which is new and after that the spirit had very good over ground speed already at 2 boford wind, and the big Flyer also is good to use up to 16-20 knots with half wind, open sails around 8,6 knots after that the spirit starts surfing 12 knots and more if you are not afraid with handling the spirit with stronger wind. Electric windmeter in the Top, daily distant measuring, water temperature, running timer for start at competition on races, and further possibilities 1 Jip, 2 Genuas, 1 Flyer 35qm new, 2 Mainsails, and 1 new Mainsail Lazy jacks fitted to boom to collect sail one small habor coachroof, boom and cockpit cover, 1 overall cover when spirit is on the bouy, 1 overall cover for wintertime over road trailer and spirit Istec Genacker 58qm with sleeve is a long sock makes sail handling easy nearly new, Spinnaker 58qm with pole uphaul fitted to mast new, with sleeve is a long sock makes sail handling easy! nearly new, Running rigging includes spinnaker and different Genacker sheets. Sailcover for the big flyer, Sailcover for the Genuas if the are not used but installed for sailing for easy and fast using to open up with a zipper. Mast and spinnacker pole in Aluminium, boom in wood epoxy looks like Art nouvaeu Flagpole recessed in rear deck Engine Yanmar 9Hp, maxispeed 7.5 knots Engine control panel with audiple alarm 20 litre nylon translucent storage 2 blade propeller In German: Nachträgliche einbauten in die Spirit 37: Im Bugsdeckbereich eine Klappe für Anker und Kette eingebaut 2010 neues Teckdeck verlegt Rollfocks von Bartel für Fock und Genua sowie für Fleyer 35qm und Spinnacker + Genacker 2002 neue Polster und Bezüge für Sitzkissen und Liegeflächen Liegeflächen Erweiterung, so dass Familie mit 3 Kindern Schlafmöglichkeit haben, vorher Doppelkoje bis 200cm Körperlänge. Stautaschen neu aus weissem Segeltuch 2 Elektrische und 1 manuelle Lenzpumpen 2 Pfänder, Flaggenbaum fürs Heck Alle Navigationsgeräte und die elektischen Verbraucher wurden in 2022 neu installiert. ausserdem wurde der Holzrumpf der von der Herstellung bei Spirit Yachts mit 2 Lagen Glasfaser und mit western Epoxie belegt ist nun auch in 2023 komplett erneuert. Alle Segelleinen durchm. 10mm und Reck kleiner 0,2mm Chemische Toilette vorhanden unter dem Fensterlukenbereich am Mast, Spiritus Kocher, Waschbecken, Frischwasser Tank Badeleiter Diverse Segel: 1 Hauptsegel Neu, 2 Mainsails used, 1 Fock, 2 Genua 14qm und a new 18qm, 1 new Flyer 35qm new, Spinnacker 55qm, new Genacker 49qm Also easy to sail the Spirit without crew, most time I was sailing by my one enjoy the sound of the water, the wind and the sun. The very first Spirit yacht to be built, a Spirit 37, is now for sale. She was sold at Düsseldorf Boat Show on 24st January in 1995, which also happened to be the birthday of her new German owner, Hans Dirk Rübcke. After nearly a quarter of a century of enjoyment, her owner is ready to give up the helm. We caught up with Hans to find out what attracted him to Spirit no. 1, his experiences onboard over the years and what she offers a new owner. “I have always been a sailor, and back in 1995 I was a member of Seeshaupt sailing club (on Starnberger Lake in Germany) and a mooring became available. I went to Düsseldorf wanting to buy a Dragon. Once at the show, I found a beautiful 1920 Swiss-built Lacustre yacht, which was elegant, slightly longer than the Dragon and very fast in low winds. I was very tempted to buy the Lacustre. There is a big fleet of these yachts and they do a lot of regattas; racing was of interest for me.” Walking around the show contemplating his new purchase, the German sailor and lover of long, classic, clean lines wasn’t expecting what he saw around the next corner… “I suddenly saw a very elegant yacht with lovely classic lines. It was Spirit Yachts’ hull no. 1; I was very surprised, I had never heard of the company before, but I was immediately interested. I went onboard the boat and saw the beautiful, detailed craftsmanship and technical details. I then lay down in the forepeak to test the length of the bunk because I am 6ft 5” (1.94m). I had my feet in the bow end and I could lie down and look up out of the hatch, and I thought ‘fantastic it is long enough for me!’. I was imagining being on the lake at home, lying down looking up at the sky; I was very surprised and delighted to have found this. I knew that she was the right boat for me, and I forgot about the Dragon and the Lacustre.” Spirit co-founders Sean McMillan and Mick Newman then invited Hans to Suffolk, the home of Spirit Yachts, for a sail and the handover. “I felt like a king, sitting on the boat, going down the River Orwell; everything was fantastic.” Over the past 24 years of ownership, Spirit hull no.1 has been wintered at Seeshaupt, near Munich. During the summers, she was sailed on the nearby Starnberger Lake. Hans recalled some of his happiest times onboard, “I have loved sailing her in all conditions, but especially in strong winds. One particularly special time, that I enjoyed very much, was when we were sailing in 32-34 knots, and the yacht suddenly went from 8.5 knots up to 12.5 knots. I felt like I had a motor on the back of the boat, it was unbelievable. Mick and Sean had previously told me they also got up to 12 knots on the River Orwell, which I had never really believed but then I found out for myself!” “A funny, but not so happy memory, was when the yacht first came to Germany from Suffolk. I had planned to take her to the regattas in Cannes and St Tropez and was dreaming of racing in the Mediterranean sunshine. When Sean and Mick brought the yacht over in the spring, we launched the her on the lake in the snow. After they went back to England, I had to bring the trailer home. I turned around a corner on a small street and I took six metres of my neighbour’s fence with me! I then decided against Lake Garda and Mediterranean regattas; much safer to keep her on the lake at home!” Spirit Yachts | Blog | WHERE IT ALL BEGAN: SPIRIT NO.1 FOR SALE What does Spirit no. 1 offer to a new owner? “I have always felt she is a very safe yacht also in heavy wind, and she is easy to handle. The fantastic craftsmanship is still evident today. When there is no wind and the yacht is at anchor on the lake, I swim around her as I like to see how beautiful she is from afar. I will miss having her on the lake because she such a pretty boat and she has been a big part of my life.” Hans continued, “Starnberger Lake has some of the best water quality in Germany, it’s so pure you can drink it. That’s part of the reason why the yacht is in such great condition. She looks as good as new.” Munich Classic Sailing Week, an event that has been running for over 30 years at Starnberger Lake, made an exception for Spirit no. 1 when they invited her to join their regatta. Hans commented, “Normally you can’t enter a yacht built after 1960, but they made an exception for Spirit no. 1 as she is so beautiful.” Spirit no. 1 comes with a full sail wardrobe (Hans updated the original rig to facilitate a genoa as well as a jib) and a road trailer. She experienced a heavy storm a year ago, after which her hull was resprayed giving her a shiny new finish. Her engine has been overhauled and many electronic improvements have been made over the years. Having maintained a good relationship with Spirit Yachts over the last 24 years, Hans reflected on the changes he has witnessed at the company. “My Spirit 37 was built at a farm in Benhall, before Spirit moved to its current headquarters in Ipswich. During a visit to the new yard a few years later, I saw the 54ft yacht that featured in the Bond film Casino Royale, which was fantastic. Today, I see a very big yard with much more space and at least five or six sailing boats up to 34m and power boats up to 21m. It is unbelievable how far Spirit Yachts has come. “Many things have changed on the construction side, but the friendly, highly-skilled boat builders and designers who make yachting dreams come true are still here.” To find out more about Spirit no. 1 contact the team via #########@spirityachts.com or call +44(0) 1473 214 715. Features: With an efficient sail plan and a very flat run aft, the Spirit 37 is capable of planing speeds of up to 8.6 knots. With all controls led aft to the cockpit, short-handed or single-handed sailing is accomplished with ease, whilst a regatta can be undertaken with a crew of just three. Several existing Spirit 37 owners race annually together in the Spirit of Tradition class at UK and international regattas. With accommodation for up to four people, the Spirit 37 is the ideal weekend boat. A ‘v’ berth cabin forward is separated from the saloon by a head, whilst in the saloon, the seats provide two settee berths. A simple yet efficient galley provides ample facilities for short-term catering. The dimensions and displacement of the Spirit 37? allow her to be easily and economically transported by road trailer, which opens up new cruising or regatta possibilities. Whether you are looking for relaxed, weekend sailing with family or competitive regatta racing, the Spirit 37’ is an elegant, quick and easy to handle yacht. Spirit 37 Classic Specifications: LOA: 36’ 7? 11.2m Beam: 7’0? 2.13m Displacement: 2.64 tonnes LWL: 26’6? 8,08m Draft: 4’6? 1,37m Ballast: Lead single keel 1.35 tonnes Ratio: 62% Power: Yanmar 1GM 10.9hp Sail Area: 389 sq. ft. (incl. flyer 540 sq. ft. / 54 sq. m.) Asymmetric spinnaker: 512 sq. ft. and one with 580 sq. ft. / 58 sq. m. 3 genoas, 1 jib, 2 top mounted flyers 32 sq. m. and 35 sq. m. with furling equipment 1 full downwind spinnaker: 580 sq. ft. / 58 sq. m. Included: Road trailer with European certification Sails in Classic Cream Dacron and White Dracon Lazyjacks All over cover, winter cover, cockpit cover, Sail cover for main, flyer and jib Spinnaker pole Teak decking laid in 2010 Name: Spirit in gold leaf on the transom Price on application

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• Moscow Yacht Show 2018

The Moscow Boat Show 2018 took place from the 1st to the 3rd of June, 2018

Moscow Yacht Show 2018 , organized in the best yacht club of the Russian capital Royal Yacht Club, finished successfully. Despite the changeable weather from June 1 to 3 all three days of the exhibition were filled with events.

A lot of customers came to the show.

The following models were presented:

• Cap Camarat 7.5 DC
• Merry Fisher 695
• Merry Fisher 795
• Merry Fisher 895

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The T-37A was a Soviet amphibious light tank . The tank is often referred to as the T-37, although that designation was used by a different tank which never left the prototype stage.The T-37A was the first series of mass-produced fully amphibious tanks in the world. [2]

The tank was first created in 1932, based on the British Vickers tankette and other operational amphibious tanks. The tank was mass-produced starting in 1933 up until 1936, when it was replaced with the more modern T-38 , based on the T-37A. Overall, after four years of production, 2552 T-37A’s were produced, including the original prototypes. [3]

In the Red Army , they were used to perform tasks in communication, reconnaissance , and as defense units on the march, as well as active infantry support on the battlefield. The T-37A were used in large numbers during the Soviet invasion of Poland and in the Winter War against Finland . The T-37 A was also used by the Soviets in the beginning of the Great Patriotic War , but most of them were quickly lost. Surviving tanks of that type fought on the front lines until 1944, and were used in training and auxiliary defense until the end of World War II . [4]

• 1.1 T-41 and T-37
• 1.2 Deals with Vickers
• 2.1 Problems with production
• 2.2 Memorial November parade 2011
• 5 References
• 6 External links

T-41 and T-37

Even before the construction of the T-33, it was decided to increase the scale of work dedicated to creating an amphibious tank. In addition to the Leningrad OKMO, the Number 2 plant of the All-Soviet Automotive Union (VATO), which was already producing armored vehicles for the Red Army , was relegated to the development and production of amphibious armored vehicles. As a result, at the 2nd VATO plant, under the supervision of N. N. Kozyrev, the T-41 amphibious tank was produced, weighing 3.5 tons and using the GAZ-AA engine, [note 1] which was based on the T-27 power plant. The transmission was nearly identical to that of the T-27, and to the power take-off for the propeller , they added a rigid gear clutch . Its construction for turning off the propeller demanded stopping the tank and turning off the engine. The chassis was, in part, borrowed from the T-33, and the caterpillar tracks were entirely from the T-27 . Leningrad builders likewise continued the development of a more suitable amphibious tank, and they designated their latest model as the “T-37”. It had the same GAZ AA engine as the T-41, the same transmission, wide use of automotive parts, and the Krupp chassis, which Soviet engineers first encountered as a result of a technological partnership with Weimar Germany . Although the T-41 was actually produced for the military in small numbers, after testing and battlefield trials the T-37 was denied production due to various minor faults and an incomplete development process. [7]

Deals with Vickers

Meanwhile, an opportunity to fully analyze the British prototype itself appeared. The British Army declined to put the Vickers prototype into service (although they were used as trials vehicles), and so the company decided to look for foreign buyers. Already interested since the April 1931 demonstration, the USSR, on February 5, 1932, made an offer, through Arcos representative Y. Skvirskiy, for the purchase of eight vehicles. Talks about filling the order did not drag on, and by June 1932, Vickers had already produced and shipped two of the first tanks for the Soviets. [8]

It is widely thought that the T-37A was a copy of the Vickers floating tank, [note 2] with the Soviet purchase of such tanks in mind. However, closer examination of the turn of events leads to the discrediting of such a theory, but it is true that the Soviet T-37A prototypes were heavily influenced by the British models. Nikolai Astrov , a Soviet engineer, having worked hard on the T-37A prototypes, wrote in his memoirs that "peace be unto the T-37A, born “Vickers-Carden-Loyd." [9]

Serial production

Even before the end of 1932, the high command of the Red Army was planning to order 30 T-37A’s. In order to facilitate faster production, Factory No. 37 (that is what the No. 2 VATO plant was renamed) was handed over all OKMO production related to the T-37, as well as one British Vickers tank. In 1933, the No. 37 plant was given an order of 1200 T-37A’s. However, the events that followed showed the excessive optimism shown by the leadership of the trust responsible for the factory. The trust itself was formed as a governing organ for coordinating large-scale efforts to develop new models of armored vehicles in a number of plants across the country, and subsequently played a significant role in the successful carrying out of this task, but at the beginning of 1933 it couldn’t overcome the “antediluvian” state of equipment at the No. 37 plant, as assessed by M. N. Svirin, purely with organizational measures. [7]

Problems with production

By its technological design, the T-37A was much more complicated than the T-27 tankette, which immediately caused complications not only at Factory No. 37 , but to its subcontractor – the Podolsk Electric Locomotive Plant, which was producing the hulls of the new T-37A’s. In addition, in 1933 the T-27 tankette was still being produced, which stressed the lack of adequate resources needed to produce both vehicles simultaneously. This only worsened the situation and slowed the introduction of the T-37A. The technology for producing stamped cemented armor plates at the Podolsk plant was completely unrefined; the desired result had to be achieved using improvised and primitive methods. In the end, in the first half of 1933 the Factory No. 37 built 30 amphibious tanks (12 of which were T-41’s) instead of the 255 needed to fulfill the established plan. [ citation needed ] The then replacement People’s Defense Commissioner Mikhail Tukhochevsky wrote in his report “of the progress of completion of the tank program in the first half of 1933”:

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Reasons for the unfulfillment [of the]… T-37 tank program: Failure of the “Podolsk KrekIng” factory to produce the hulls; An unready and unrefined technological manufacturing process; Unsatisfactory steel casting quality… … The Podolsk factory. The program for producing the T-27 hulls was fully completed. The T-37A program has, instead of 250, produced only one workable hull in this half of the year. The main reason for this situation is the transfer [of the hulls] to the stamping and cementation without serious enough preventive and preparative measures. At this time, it can be said that the factory has mastered the stamping process. The further completion of the program depends on the timely shipment of armor plates from the Kulebakskiy factory before May. It cannot produce and ship the armor in June due to a lack of ferroalloys. Currently, the factory has the necessary materials and has started to produce an armor sheet… [10]

The situation didn’t change during the second half of 1933; the leadership of the Army and Spetzmashtrest, the governing trust , demanded large amounts of T-37A’s to be produced at Factory No. 37, expecting to receive no more than 800 tanks. In reality, only 126 T-37A’s had been produced by 1 January 1934, two of which had built-in radios . Some of the tanks participated in a military parade on 7 November 1933 at the Red Square in Moscow . The early T-37A’s did not differ much from the later, series-produced tanks – the earlier ones lacked wave-diffusing shields and floats.

In 1934, the leadership of the Spetzmashtrest lent its attention to improving the conditions in the factories at which the tanks were produced. They purchased foreign equipment for two new wings of the No. 37 Factory, as well as increasing the number of workers and engineering/ technical personnel. These measures, however, did not improve the situation; the number of assembled tanks was significantly lower than planned. The Office of Motorization and Mechanization of the Red Army noted the insufficiency of the technical and general management at the No. 37 plant, and a lack of planning during the production process and "storming through" the operation. As a result, mid 1934 was marked by a change in leadership of the plant, and only towards the end of the year there had been a positive trend in the manufacturing process. Also, in 1934, slight changes were made to the T-37A design: the thickness of the sides and the front were increased to 10 mm, the curved stern piece hulls were replaced with stamped ones, and the over-track floats were rolled back and stuffed with cork, and they have become empty on the inside. [11]

The production of hulls remained as a limiting factor in the following year of 1935. The Podolsk Electric Locomotive Plant consistently failed to fulfill the plans for the production of parts in adequate numbers. To solve the problem, a year prior, it was decided to use the T-37A Izhorsky plant in Leningrad for additional hull production. But this enterprise, although there was considerable capacity, has been directed other orders for armored cars for the needs of Navy of the Soviet Union , as well as the production of hulls for the Leningrad plants producing armored cars and T-26 and T-28 tanks. As a result, most of the hulls of T-37A were sent to the № 37 plant from Podolsk. Hulls from different manufacturers had various methods of production: Izhorsk hulls were welded , and Podolsk hulls riveted . For a permanent solution to the production of hulls for amphibious tanks, engineers restructured them and altered the power plants. [10]

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REALISING THE DREAM

An ideal day or weekender power boat, the P35 comprises comfortable accommodation and optional enclosed weather protection. Spirit Yachts offers layouts for either twin or double beds in the forward cabin with an en-suite toilet and shower. Discretionary extras such as a heater and full cockpit enclosure for colder climates, or air conditioning for the warmer climates mean owners can tailor the P35 to suit lifestyle and itinerary.

Ali Baba’s shaft drive engines exceeded all computer predictions prior to launch reaching a maximum speed of 35 knots. Spirit’s flexible P35 design means this stylish power boat can also be built with out-drives to create a shallow draft for beaching or launching on a road trailer. Simple handling allows the helm to manoeuvre the P35 in the smallest spaces without the need of electronic aids.

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SPIRIT P35 AT A GLANCE

Specification & features.

• L.O.A 12.3m
• L.W.L 11.6m
• Draft 0.97m
• Displacement 4 tonnes
• Propulsion 2x 240hp diesel with shaft drives
• Speed Max 35kn, Cruise 25kn
• Range at cruise 400nm
• RCD Category B (<F8 winds <4m waves)
• RCD Max Persons 6

TIMELESS ELEGANCE

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