dominant 95 sailboat

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• Sailboat Guide

Dominant 95

Dominant 95 is a 31 ′ 2 ″ / 9.5 m monohull sailboat designed by Gösta & Gunnar Edwardsson and built by Dominant Boatyard (SWE) between 1977 and 1985.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

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Dominant 95

The dominant 95 is a 31.17ft fractional sloop designed by g&g edwardsson and built in fiberglass between 1977 and 1985., 50 units have been built..

The Dominant 95 is a light sailboat which is a very high performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a racing boat.

Dominant 95 for sale elsewhere on the web:

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Dominant 95

Inlägg av Freddan » fre jul 20, 2007 8:00 am

Inlägg av J@nne » fre jul 20, 2007 4:54 pm

Re: Dominant 95

Inlägg av Jerry » fre jul 20, 2007 6:14 pm

Freddan skrev: Smaragd är cool, den har jag seglat en del, men jag är trött på att ligga och ta på mig brallorna.

Inlägg av Jaramaz » sön jul 22, 2007 9:43 am

Inlägg av Ravage » sön jul 22, 2007 12:24 pm

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Fin w/bulb & spade rudder

Specifications DOMINANT 95

Home - Sailboat Listings 1977 - 31.17 ft / 9.50 m - Dominant Boatyard (SWE) - G&G Edwardsson

DOMINANT 95 Sailboat Data

Hull Type: Fin w/bulb & spade rudder Rigging Type: Fractional Sloop LOA: 31.17 ft / 9.50 m LWL: 26.25 ft / 8.00 m S.A. (reported): 484.00 ft² / 44.97 m² Beam: 9.19 ft / 2.80 m Displacement: 6,393.00 lb / 2,900 kg Ballast: 2,866.00 lb / 1,300 kg Max Draft: 6.07 ft / 1.85 m Construction: FG Ballast Type: Iron First Built: 1977 Last Built: 1985 # Built: 50 Builder: Dominant Boatyard (SWE) Designer: G&G Edwardsson

Information from  sailboatdata.com .

Type Engine: Diesel Hull Speed: 6.87 kn

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Dominant Boats Dominant 95

General Data

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Waterline length:, maximum beam:, displacement:, straightening:, sail details mq, equipments:.

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Review of Dominant 95

Basic specs..

The boat is equipped with 5 berths. Note: the boat has also been sold to be self-made/-interiored, which means that the quality of each boat may vary.

The Dominant 95 is equipped with a fractional rig. A fractional rig has smaller headsails which make tacking easier, which is an advantage for cruisers and racers, of course. The downside is that having the wind from behind often requires a genaker or a spinnaker for optimal speed.

The Dominant 95 has been built with different keel alternatives.

Unknown keel type

The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated. As the surface of a fin type keel is just a fraction of the total wet surface, the difference between an iron keel and a lead keel can in reality be ignored for cruising yachts.

Dominant 95 can only enter major marinas as the draft is about 1.85 - 1.95 meter (6.07 - 6.37 ft) dependent on the load. See immersion rate below.

The Dominant 95 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

This keel is also made of iron.

The boat can only enter major marinas as the draft is about 1.85 - 1.95 meter (6.07 - 6.37 ft) dependent on the load. See immersion rate below.

The Dominant 95 has been equipped with different engine alternatives.

Alternative 1:

The boat may be equipped with an inboard Yanmar YSB8 diesel engine at 8 hp (5 kW). Calculated max speed is about 4.3 knots

Alternative 2:

Dominant 95 may be equipped with an inboard Yanmar YSB 12 diesel engine at 12 hp (8 kW). Calculated max speed is about 5.2 knots

Alternative 3:

The boat may be equipped with an inboard Yanmar 1GM diesel engine at 7 hp (5 kW). Calculated max speed is about 4.0 knots

Alternative 4:

The boat may be equipped with an inboard Volvo Penta MD5 diesel engine at 7 hp (5 kW). The speed is 6.0 knots.

The transmission is a saildrive.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Dominant 95 is 1.98, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.9 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Dominant 95 is about 150 kg/cm, alternatively 840 lbs/inch. Meaning: if you load 150 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 840 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

What is Relative Speed Performance?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 28m 2 (301 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Dominant 95 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Sailboat Reviews

New J/95 Centerboard Sailboat is Fit for Shallow Water

J/boats new shoalsailer redraws the playing field for fast daysailers..

Given the grief that poor centerboard designs from the 1970s have caused sailers over the years, we were surprised to learn that J/Boats-known for its measured approach to the boat business (don’t let that radical backslash fool you)-put a centerboard in its new J/95.

Yes, swing-keel centerboards, those bronze, steel, or fiberglass foils that hinge from the keel like the blade on a Swiss army knife, are making a comeback. This is great news for shoalwater sailers who, for lack of other options, have tolerated decades-old centerboarders and the many ailments that plague them-corroded lifting cables, pulverized turning sheaves, and a thunk, thunk, thunk in the centerboard trunk. Fortunately for them, advances in materials and design have yielded a whole new breed of centerboarder. The J/95, it is safe to say, is not your fathers Irwin 38.

The last time centerboards were all the rage, through the 1950s and into the 1960s, it was because Northeast sailors didnt want to leave their good crystal at home when they raced off to Bermuda. In the Cruising Club of Americas (CCA) quest for a rating rule that favored velvet and walnut interiors, centerboarders gained a significant edge, and few boats took advantage of rule loopholes as well as the legendary Sparkman & Stephens-designed Finisterre. The boat achieved myth-like status in 1960, when owner and skipper Carleton Mitchell won the Newport to Bermuda race for an unprecedented third consecutive time.

When Mitchell died in 2007 at the age of 96, he was rightly hailed as a sailing legend. A one-time underwear salesman who married into a fortune, he served as a Navy combat photographer in World War II before pursuing in earnest a lifelong passion for sailing. In the decades after the war, he earned renown not only for his seamanship but also for his talent as a magazine writer, author, and photographer. The museum at Mystic Seaport in Connecticut holds his large collection of manuscripts and more than 20,000 of his photographs.

Today, Mitchell and Finisterre stand as icons from a golden era, doomed to an eternal afterlife in new boat marketing literature. But when J/Boats alluded to Carleton Mitchell and Finisterre in brochures for the J/95, we wanted a bottle of whatever theyre putting in the company watercooler. Except for a hinged keel and an inclination to float, the two boats are as alike as Neil Simons Felix and Oscar.

Introduced last year, the balsa-core J/95 is a lightweight, 30-foot daysailer with a plumb bow, twin-rudders, a sleek hull form, and a Spartan interior. Launched in 1954, 38-foot Finisterre is a double-planked heavy displacement racer-cruiser with a spoon bow, yawl rig, and almost swanky accommodations (the last three are all convenient CCA rule-beaters).

The reference to Finisterre is smart promotional shtick. The name offers J/Boats-and it is hardly the only company that has drafted on Finisterres fame-an instant connection to the sailors it seeks to entice with the J/95.

Like Morris, Sabre, Friendship, and the other makers of high-end trophy daysailers we reviewed in the January 2009 issue, the J/95 is aimed at recession-proof sailors who share Mitchells aesthetic tastes and passion for sailing. But unlike previous entries in this market, the J/95 sails in four feet of water and offers, in many ways, a saner approach to what dealers are calling “right-sizing.” (No salesman worth his salt would utter the more accurate word, “downsizing,” to a potential buyer of these boats.)

End of an era

The J/95 is the brainchild of Rod Johnstone, a man whose fairy-tale success is well known to longtime PS readers. Back in 1976, Johnstone built a fast little boat called Ragtime in his garage in Connecticut. It promptly trounced the local racers, who started asking Johnstone for their own.

At the time, Johnstone was an ad salesman for Soundings magazine and turned to his client Everett Pearson of TPI Inc. to produce the boat as the J/24. (The J is for Johnstone, the slash, were convinced, is meant to torment copy editors.) J/24s started rolling off the production line at TPI in February 1977. Bob Johnstone, the family marketing ace, left AMF Alcort (makers of the Sunfish) to join Rod as a partner, and crank up the boat sales to unprecedented numbers. Still in production, the J/24 remains one of the most popular sailboats in the world.

The mission for the J/95 is one of those hyphen-rich, have-your-cake-and-eat-it-too quests. Rod Johnstone wanted a wind-in-your-hair, but easy-to-sail weekender that catered to the huge population of sailors who must contend with depths of four feet our less. Being competitive in club or Performance Handicap Racing Fleet (PHRF), and, of course, a fantastically popular one-design class were also part of the dream.

“We wanted to make this a boat people would want sail, sail right up the river or creek, right up to their dock, sail in light winds, sail in 20 knots,” says Johnstone. “In my view, if you want to turn on the engine, this boat is a failure.”

When held up against the current crop of J/Boats, the J/95 is probably closest to the J/105, a popular one-design class boat launched in 1992. Both boats have similar deck layouts, and both feature a low cabintop and gentle sheer that give them good-looking profiles.

Although the J/105s deeper fin keel gives it a performance edge, Johnstone says that in brisk conditions, the J/95, with 2,250 pounds of lead ballast, can stay with the J/105 in a heavy-weather beat. Johnstones explanation for this sheds some light on why many CCA-rule boats remain popular as cruisers.

While the long bulb keel that is the norm in todays racing boats offers superior lift, it can create a pendulum-like pitch and roll and in a seaway. The J/95, with the center of ballast closer to the flotation plane, resists this tendency, making for a more efficient-and more comfortable-ride.

Of course, any of the J/95s gains during a rough beat are soon relinquished to the J/105s longer waterline on a downwind leg, but the point is made.

Compared to contemporary production shoal-draft boats, the J/95 has a key design advantage: twin rudders angled outward at 15 degrees. This means at least one rudder is always immersed, giving the boat predictable tracking, even when heeled. As pointed out in our February 2009 report on hull design, trying to steer the beamy Open Class-inspired hulls with a single shallow rudder can be maddening. In the most extreme cases, a modest puff of 16 knots sends the boat rounding up sharply to windward.

The price for the J/95s shallower draft is ultimate stability. According to J/Boats, the boat has a limit of positive stability of 126, well within the minimum of 120 recommended for offshore racing and fine for daysailing. The 200-pound centerboard doesn’t lock down, but should the board kick up in a grounding or crash downward a 160-degree capsize, it will connect with the soft lead keel and cause no harm to the hull. J/Boats said such an event would not damage the hull. (With our insurance premiums being what the are, we did not test this feature.)

Deck Layout

J/Boats has had plenty of practice pondering deck layouts on race boats, and those same details translate well to any good daysailer. As Johnstone points out, the features that bring efficiency on the race course-broad sidedecks, ergonomic cockpit layout, plenty of mechanical advantage-are equally kind to a titanium knees and hips.

“It just makes me sad to see people I know-friends, no less!-going out and getting power boats because they feel that they can’t sail anymore,” Johnstone grumbles. “And then they realize, too late sometimes, that they have to put up with all that noise.”

During the design phase, there was some discussion over tiller versus wheel. J/purists might clamor for a tiller, especially those bent on racing, but at what price? Cockpit space would suffer. Comfort and convenience, too.

The 44-inch Edson wheel fits nicely into the wide T-shaped aft section. Two angled chocks provide footing on a heel, and we found the windward rail to be a comfortable spot on a close reach. The transom is open, and the boat we sailed had an optional removable transom-seat locker. Even with the seat-locker in place, theres room behind the wheel.

The cockpit seats arent long enough for snoozing, and an extra inch of back support would be nice, but all in all, the cockpit caters well to crew comfort under way. The seats inside edges are angled upward slightly to anchor the tush, and the seat lockers offer ample space for sail and gear storage. The broad flat coaming is as comfortable a perch as the cockpit seats themselves. Owners can opt for either a full length toerail or one that ends forward of the cockpit. Teak is an option, but one of the appeals of the boat is its ease of maintenance.

The Harken sail controls are geared for minimal effort. The mainsheet (5:1-ratio with a 10:1-ratio fine-tuning adjustment), rides in front of the steering binnacle on an easily-trimmed traveler (4:1-ratio). A Hall Spars Quick Vang (5:1 ratio) handles boom tension.

The jibsheets lead to two 40.2STA two-speed self-tailing winches. The helmsman can easily trim the mainsheet from the windward rail, while the jib sheet winches are placed so that the trimmer can comfortably face forward. Casually seated on the coaming just in front of the wheel, the single-hander can tweak both the main and jib sheets.

The standard working jib is a roller-furling 105 that tacks easily through the foretriangle and leads to a jib track inside the shrouds. We kept the leads pinned just aft of the shrouds during the test sail and saw no need to change them. For PHRF racing, a second track is installed to handle the 150 genoa. (The boats PHRF rating is about 109.)

A Harken 32.2 two-speed self-tailing winch and a gang of three Spinlock rope clutches on the port side of the companionway tame the halyards and the centerboard. We didnt need the winch (or anti-inflammatories) to raise the centerboard, as the 5:1-ratio block and tackle gave plenty of mechanical advantage.

Passage fore and aft is wide and clear of obstructions, with stainless-steel handrails on the coachroof adding security. Eight-inch stainless steel cleats and a modest anchor locker round out the very functional deck layout.

Interior and Systems

With the J/95s emphasis on nice lines and a functional deck layout, its no surprise that the accommodations get the short shrift. Though its billed as a weekender, we call it a daysailer.

For boat camping, the layout takes care of the bare essentials. Two settee berths in the main cabin offer room to recline, but headroom, even when sitting, is tight. A Raritan head (served by a 14-gallon holding tank) shares space with a V-berth forward. A forward hatch and two ports keep the cabin aired out.

There is no nav station or galley, not even a stove, although hull No. 1 was equipped with AC shorepower and a microwave oven. A 48-quart cooler or a portable 12-volt Waeco fridge ( PS , May 2007) tucks aft of the port settee. An optional Group 27 house battery will keep the fridge running for a long day without charging.

Optional water tankage is in a 20-gallon bladder that feeds a pressure pump in the head and a cockpit shower. Fuel is in a 15-gallon tank beneath the port cockpit locker. PS generally prefers aluminum tanks for this purpose, but for a tank this small, a baffled polyethylene tank is a tolerable substitute.

The two-cylinder 14-horsepower Yanmar with a saildrive and Flex-O-Fold prop sits beneath slide-out companionway steps. Access is good except for servicing the water and primary fuel filters, when you need to make an awkward reach through a bulkhead cutout. J/Boats says it has worked closely with Yanmar to insure that the saildrive is protected from any galvanic corrosion. Regardless, engine zincs bear watching.

Now for the downers: Like some other Open Class imitators (Beneteau First 10R comes to mind), J/Boats hasn’t yet sorted out how to drain the boats shallow bilge without a sponge. The narrowest electric pump doesn’t fit into the tight squeeze in the sump. It sits on a riser pad, which means the last three inches of water make for an inviting frog pond.

To complicate matters, the hose on our test boats manual pump wheezed at a leaky hose union, rendering the pump useless. A leaky union-or any union at all-in an emergency bilge hose is not the sort of thing wed expect from J/Boats. (The local J/Boat dealer assured us this problem would be fixed immediately.)

We also took issue with the bilges drainage system. A single limber hole less than 3/4-inch in diameter separates the back section of the hull from the main bilge sump. Should a cockpit locker open in a knockdown and seawater flood the aft compartment, most of the water wouldnt reach the pumps until it flowed through that thimble-sized limber hole. In our view, the boat should either have freer flowing limber holes or a pump to serve each large compartment.

Finally, J/Boats was asleep at the wheel when they addressed the emergency tiller on our test boat. There was no dedicated place to stow the tiller, and the deck key used to install it was found in the cabin below, instead of with the tiller. Installed, the rudder worked fine, much better than others weve ranted about.

Performance

We test sailed hull No. 10 in the Gulf of Mexico off of Naples, Fla. The boat was equipped with racing cut Doyle Technora sails: a partially battened mainsail and a roller-furling 105 genoa. A 680-square-foot asymmetrical spinnaker can fly from the retractable bowsprit, but with squalls to the east and just two people on board, this spinnaker stayed in the forepeak.

True wind was from the east at 6-8 knots with gusts to about 17 knots when the rain came. Seas were 1-2 feet.

Under power at 2,800 RPM, the boat averaged 6 knots and at 3,250 RPM 7 knots. At wide open throttle in flat water, it held 7.4 knots. Handling under power with the twin rudders was excellent. With the centerboard up or down, the J/95 easily spun in its own length. Not only is this an advantage when docking, but should a crew member fall overboard, a well-drilled crew should be able to execute a near-perfect Quick Stop maneuver (see January 2010 issue).

On a close reach in about 8 knots of breeze, the boat averaged 5.3 knots and tacked through 92 degrees, including any leeway, with the board up. With the board down in about 12-14 knots of breeze, the boat averaged 6.3 knots and gained about 2 degrees to windward on each tack.

J/Boats advertises upwind speeds of 6.5 knots and tacking angles of less than 90 degrees with the board up, and angles better than 85 degrees with the board down. Based on the test boats performance, this is well within reach of a well-sailed, well-tuned boat. The fastest average speed under sail came when a squall brought about 15 knots of wind on the beam. With the true wind at 120 degrees, the boat marched off at 7.2 knots, taking the strongest gusts in stride.

In terms of handling and balance, the J/95 sailed exceptionally well, holding a groove better than many larger boats weve tested. Johnstone attributes the reliable helm control to the twin rudder design. Many good CCA-era boats, Johnston points out, ran into trouble when the wind piped up.

“On some of the old boats, and on many shoal-draft boats today, when the boat heels over, there just isn’t enough rudder in the water for it to do its job,” says Johnstone. “The twin rudders are key to making this design work.”

Board up or board down, the boat handled gusts extremely well, never once heeling excessively or fighting to round up. Close hauled and reaching, the boat balanced superbly, and even with the wind aft of the beam and the sails trimmed for speed, the helm delivered finger-tip control.

Although we could point the boat slightly higher with the 200-pound centerboard lowered, the most noticeable effect of lowering the board was a stiffer ride and a reduced angle of heel.

Given the anemic state of the new sailboat market, J/Boats initially expected to sell one J/95 a month until buyers hopped off the fence. Nine months into production, the company was on hull No. 18, and interest in the boat doesn’t show any sign of waning soon.

Its success can be partly attributed to the J/Boat name and the southward migration of aging Boomers, who are settling into retirement homes on the shallow estuaries of Florida and the Carolinas. No question, if you are a shallow-water sailor looking for a high-performance daysailer thats easy to sail right from your backyard dock, the J/95 has few peers. Whether the model takes off as a one-design fleet or the thin-water sailors preferred PHRF boat will depend on what the future holds.

One question mark is price. True, a bronze centerboard adds significant construction costs (about $15,000 according to Rod Johnstone), but a $180,000 day boat with camp-style amenities is a not our idea of a contender in the one-design realm. And if we were going to pay big money to pursue our passion, wed expect to see a little more attention to detail from the builder.

A second potential hurdle is the allure of a multihull. The Corsair Dash, reviewed in the May 2010 issue, is also well-adapted to shallow water, and goes for less than half the price of the J/95. The two are very different animals, but if a brisk high-performance ride in shallow water is your goal, multihulls have a strong appeal.

Over the long haul, the boat should hold its value well. J/Boats remains one of the most recognized names in performance sailing, and even some race scarred veterans hold their own on the used boat market. No, the J/95 is not Finisterre , but given our own experiences in the Gulf of Mexico, its an exciting option for a wide range of shallow-water sailors-not just the greybeards inspired by Carleton Mitchells exploits.

Bottom line: We like the J/95 concept, and its performance, even with the centerboard raised, is remarkable. Fitting out details could be improved, but we imagine the company will quickly address most of our gripes, which are not expensive fixes.

The J/Boats marketing allusion to Finisterre is just silly, but we suspect that if Mitchell were alive today, he would like the J/95s mission. As he confronted the inconvenient truths of old age, Carleton Mitchell, one of the most passionate and eloquent champions of sailing, spent his last years on the shoalwaters of Biscayne Bay, Florida … reluctantly driving a powerboat.

• Interior and Construction Notes J/95
• Interior and Construction Notes J/95 Cont.
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JIM SMITH 95'

MARLIN MAGAZINE

By dean travis clarke, january 19, 2011 marlin magazine, the owner of the new 95-foot jim smith marlena, sam gershowitz, has been known to build a big custom sport-fishing boat or two. he's one of those thoughtful creative people who enjoys the process even more than the end result. but every boat he's commissioned has been significantly more advanced than the one before it, with better ideas, notable improvements and yes, increased speed. so it is with his newest hull, a 95-foot enclosed bridge sport-fishing yacht by jim smith., i joined the crew aboard this mammoth, fighting lady in the late afternoon. sam - ever the consummate host - served dinner, exquisite cigars and 80-year-old armagnac at the six-seat mezzanine dining table. since we planned to head to the canyons some 80 miles south of montauk point, new york, where the boat summers at its star island marina home, we needed to leave at midnight to reach the dip by sunrise., performance.

We lugged along at a conservative 21 knots through the darkness and pouring rain, which severely decreased visibility. Marlena, while very capable of much higher speeds, moves quite comfortably at slower velocities as well.

I grew up fishing these same Northeast canyons and have always marveled that after traveling so many miles offshore without seeing a soul, you're suddenly greeted by a mini city of like-minded fishing boats. 

Trolling spreader bars and daisy chains for tuna at 8 knots beam-to the 4- to 6-foot-high seas would be uncomfortable on a smaller boat. The Jim Smith displayed a modest roll moment, but with transitions so gentle, you don't even need to hold on. I noticed some turbulence in the wake, both surface and subsurface, but it all disappears by the third wave back. After a bit of trolling with no luck, we tried chunking for a change of pace. Marlena drifted directly beam-to very comfortably.

Cruising between fishing spots, Capt. Terry Day from Louisiana ran Marlena at 32.5 knots, burning 92 gph at 2,060 rpm. At day's end, the ride back proved exceptional - we were flying along at 33 knots. In calm water, a hard-over turn at 30 knots scribed a fairly wide arc. Dropped back to 25, the turn sharpened. Marlena backed down at 6 ½ knots in perfect control. When fighting a fish, the boat spins nicely when the rudders are used in conjunction with the gears, and as soon as you engage the bow thruster, the spin rate increases by about a third. For a 95-footer, I have to say this boat pivots pretty darn well.

Overall, the design of the cockpit is superb. Even ice management is easy, with just a one-lever turn required to transfer ice from the Eskimo dump to the fish box. As you'd expect, the huge cockpit provides plenty of work space. The rain on the way out exposed one minor glitch (that will surely be remedied quickly). I'd like to see the water trough along the coach roof extended, so the rain (and spray) that runs off the trailing edge doesn't pour onto the passengers/seats on the mezzanine. An easy fix - it's just one of those "bugs" that comes with every new boat. I will say that the Jim Smith didn't display a single significant glitch, and when you consider all the advanced systems in a vessel this size, and then the fact that it was tested in rough seas, not discovering a single major problem is sort of miraculous.

Smith builds the cockpit gunwales at exactly the right height. The radius curves on the covering boards provide a perfectly comfortable leaning post while fighting a fish. Three in-gunwale rod holders on each side drain into the scupper channel, as do the additional holders in each transom corner. Six more are mounted across the mezzanine rail and on the flybridge railing - so you can bring as many rods as you can carry!

I particularly liked the rod and reel storage in the engine room companionway. No need to break the butts and rods apart; just give them a quick wash and let the heat from the engine compartment dry them for you. Also, a cabinet at the top of the engine hatch (starboard side of the mezzanine) houses numerous Plano tackle boxes, so you just bring out what you need for the particular type of fishing you are doing and store the others down below.

Flybridge 

Marlena sports the longest riggers that Rupp makes - 46-footers. Thank goodness for hydraulics - I'd hate to try to deploy or retrieve them manually! While there is a ladder that goes from the mezzanine to the enclosed bridge through a hatch, both owner and crew have deemed it superfluous and use only the interior stairway. Gershowitz has already started the design phase of his next Jim Smith - a 105-footer - and it will not come with the exterior flybridge ladder.

The overhang boasts engine and thruster controls to both port and starboard. Another set resides in the cockpit. I feel the skybridge concept growing on me. Many boats don't have the length to pull off the added height without looking awkward. I can't say that of this 95-footer. Visibility from this vantage point is excellent and you don't need to scale a precipitous tower leg! The sky-bridge comes with standard helm and companion seats, with loads of settee seating in front of the helm console and a Venturi windshield that works great. You'll find nothing but LED lights aboard Marlena, including the molded-in spreader lights on both sides of the hardtop, as well as fore and aft.

I rarely sleep belowdecks on a sport-fishing boat while underway for several reasons: Most situate your head aft in the berth, and I don't like sleeping with my head lower than my feet. Also, it's usually pretty noisy. Neither became a problem on Marlena. You'd hardly know you were underway in the queen berth of the guest stateroom - it's deathly quiet. Except, of course, when the bow thruster engages. In fact, the Jim Smith 95 proved to be extremely quiet everywhere while running - inside and out.

The interior of this boat qualifies as tasteful but not ostentatious. Its namesake (Marlena - also known as Mrs. Sam Gershowitz) decorates every boat they've built, and her interior design skills have been enhanced by elegant conservatism along the way. Unlike so many expensive yachts (especially European ones) where the crew members are considered second-class citizens, Marlena crew quarters (for three) are located in the forepeak: captain's cabin to starboard with a sizable double and full twins for the mates to port. They share a large head with shower.

As you'd expect, there is a vast amount of storage space aboard this 95-footer. My assigned guest cabin boasted a queen-size berth and private head with shower. The master stateroom, amidships and down a level, provides twin heads and a shared shower.

The gargantuan salon features a formal dining table that seats eight. Opposite, a galley stretches fore and aft with an additional banquet dinette that can seat two more guests. In fact, there are an unusual number of places aboard where people can sit at tables and talk. I love how huge the windows are throughout the living quarters, and how much they contribute to ambient light.

A semicircular staircase leads up to the enclosed flybridge where the Stidd helm seat sports ostrich-skin upholstery - very nice. You'll also find a wet bar to starboard, and an L-shaped settee port, both sporting shaved granite counters.

Construction

Marlena constitutes one of the largest cold-molded boats I've ever been aboard, and it works perfectly with a sound, substantial ride and excellent performance for such a large vessel. In profile, many boats with enclosed and skybridges look like they've got afterthoughts mounted atop the boat. They look out of proportion. This boat has enough length to pull it off beautifully.

Outside LEDs can cycle through blue, red and white, while interiors are just warm white. And don't be fooled by all the powder-coated railings they are really all painted with Awlgrip and couldn't be easier to maintain. If they chip, all you need to do is touch up the paint - unlike repairing powder coating.

Jim Smith has come a long way from the pure rocket ships it used to build. Marlena is beautiful, performs exceptionally well and rides like a dream. It shows what can transpire when a knowledgeable owner and crew and a talented builder and designer all come together.

BREAKING: Georgia election board votes to require ballots be hand-counted in November

Apple hit with more than $1.95 billion E.U. antitrust fine over music streaming

The European Commission, the European Union’s executive arm, on Monday hit  Apple  with a 1.8 billion euros ($1.95 billion) antitrust fine for abusing its dominant position on the market for the distribution of music streaming apps.

The commission said it found that Apple had applied restrictions on app developers that prevented them from informing iOS users about alternative and cheaper music subscription services available outside of the app.

Apple also banned developers of music streaming apps from providing any instructions about how users could subscribe to these cheaper offers, the commission alleged.

This is Apple’s first antitrust fine from Brussels and is among one of the biggest dished out to a technology company by the E.U.

The European Commission opened an investigation into Apple after a complaint from Spotify in 2019. The probe was narrowed down to focus on contractual restrictions that Apple imposed on app developers which prevent them from informing iPhone and iPad users of alternative music subscription services at lower prices outside of the App Store.

Apple’s conduct lasted almost 10 years, according to the commission, and “may have led many iOS users to pay significantly higher prices for music streaming subscriptions because of the high commission fee imposed by Apple on developers and passed on to consumers in the form of higher subscription prices for the same service on the Apple App Store.”

The fine will ramp up tensions between Big Tech and Brussels at a time when the E.U. is increasing scrutiny of these firms.

More from CNBC

• SpaceX-backed startup says preorders for its $300,000 futuristic flying car have reached 2,850
• IMAX ‘ran out of seats’ for ‘Dune: Part Two’ and Legendary Entertainment is interested in ‘Part Three’

Last year, the commission designated Apple among other tech firms such as  Microsoft  and  Meta  as  “gatekeepers” under a landmark regulation called the Digital Markets Act , which broadly came into effect last year.

The term gatekeepers refers to massive internet platforms which the E.U. believes are restricting access to core platform services, such as online search, advertising, and messaging and communications.

The Digital Markets Act aims to  clamp down on anti-competitive practices  from tech players, and force them to open out some of their services to other competitors. Smaller internet firms and other businesses have complained about being hurt by these companies’ business practices.

These laws have already had an impact on Apple. The Cupertino, California-based giant announced plans this year to  open up its iPhone and iPad to alternative app stores  other than its own. Developers have long-complained about the 30% fee Apple charges on in-app purchases.

Arjun Kharpal is a senior correspondent for CNBC in London.

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Spinnaker Sheet (Cruising) for Dominant 95

Our part #: mpr-4383-ss-cr-10-63 | mfr. part #: ss-cr-10-63.

IMPORTANT: Sheet lengths are estimated base on sailboat manufacturer rig and deck specs. If you need any specific length or specifications, please contact our Customer Care team.

Application: Spinnaker Sheet Recommended use: Cruising Line: Cruiser XTS Material: Polyestrer Double Braid Diameter: 10 mm (3/8 in) Length: 63 ft (19.2 m)

Shackle: Wichard Snap Shackle for 10 mm Splice 1: Eye Splice - Polyester Double Braid Splice 2: n/a Splice 3: End Whipping Accessories: n/a

Cruising spinnaker sheet for your Dominant 95. Made out of Polyester double braid line. Includes all appropriate shackle and splicing as indicated in the technical description.

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