Rigging Projects has earned a reputation for being a highly responsive, agile and innovative business at the top end of the industry. That reputation still holds true, but the scale of the company today looks very different from when it was founded in 2014.
What began as a five-man outfit in Hamble now operates from a 10,000sq ft state-of-the-art facility in Totton, UK, with 30 employees and in-house capability that spans design, engineering, a CNC machine centre, extensive R&D and running rigging production. The investment includes aerospace-level metrology equipment and a new five-axis mill of the same calibre seen in Formula 1 workshops. This gives Rigging Projects the ability to produce complex, high-tolerance parts while maintaining the nimbleness that defined the company’s early years.
‘We have to operate at the highest level if we’re going to keep our technological edge,’ says co-founder Nick Black. ‘Everything we make is tested to aerospace and high-end automotive standards. That’s what allows us to win the trust of the industry and to deliver innovation consistently.’
From bespoke rigging to complete sailing systems
Rigging Projects was initially founded to address, as the name suggests, rigging challenges, but the remit has broadened considerably. Increasingly, the company acts as the “glue” between the yacht builder, yacht designer, sail designer, mast manufacturer and, crucially, the owner.
That consultancy role has pulled them into every corner of the market, from new builds to refits, from monohulls to multihulls and from grand prix racing to superyachts. The benefit is crosspollination: solutions proven in highperformance race programmes find their way into superyacht programmes, while robust superyacht engineering practices are adapted to raceboats.
Examples range from Persico’s foiling PB72 catamaran with American Magic where Rigging Projects was involved from the earliest feasibility studies through daggerboard integration and custom deck systems, to the likes of the Gunboat 80s and the new Baltic 121, drawing on Rigging Projects’ extensive library of more than 600 standard assemblies ranging from padeyes and blocks to traveller cars and organisers plus everything in between.
Building trust through innovation
Much of Rigging Projects’ growth has been built on reputational trust. That trust has seen them increasingly invited into projects with some of the world’s largest shipyards. Baltic, Royal Huisman, Nautor’s Swan, Persico, Southern Wind and now Vitters are all among the yards they work with.
One of the most striking examples of that trust is the Dykstra-designed 66m Hetairos. Rigging Projects first supplied the yacht with the world’s largest headboard car - 45 tonnes working load - which has since logged more than 40,000 miles. During their last winter refit, Rigging Projects was commissioned to upgrade the jib and staysail track and car systems along with mast collar blocks, halving the original weight, reducing friction and improving aesthetics with custom hydro-dipped wooden-finished blocks that are as beautiful as they are functional.
At the other end of the spectrum, Rigging Projects has delivered pioneering details for refits such as Hummingbird, a Swan 90S. There, the company developed the first integrated bobstay lock built directly into the end of the bowsprit, allowing the crew to attach and detach the sprit by pulling a single line — a small-scale example of their drive to simplify systems for their clients while enhancing performance.
Pushing boundaries at every scale
Large projects are increasingly commonplace. For the 65m Royal Huisman ketch launched earlier this year, Rigging Projects delivered the mast lock systems for both main and mizzen, providing 260 tonnes of holding power across the rigs. This included some of the largest bullet locks ever manufactured, such as a 60-tonne forestay lock.
Case studies in practice
Magic Carpet-e: Rigging Projects worked with designer Guillaume Verdier, Persico Marine and North Sails. Rigging Projects was instrumental in a bold conceptual shift for this size of yacht: moving from a traditional eight-winch/forward pit layout to an innovative sixwinch design. This wasn't just about reducing numbers; it was about enhancing sail handling and optimising performance. Their involvement kicked off with extensive upfront planning to tailor the deck layout around the six-winch system. Working closely with sail selection data provided by Jez Elliott at North Sails, they meticulously simulated every conceivable sail manoeuvre.
This rigorous approach ensured maximum sailing efficiency and control, while simultaneously minimising deck clutter, winch count and overall weight. Early involvement led to Rigging Projects supplying the full deck hardware package.
Project manager Ed Bell says, ‘It’s been a long road to get here and a huge amount of work went into making this project a reality. It’s a big well done to Rigging Projects for their involvement and passion. I can’t thank everyone enough for putting their heart and soul into this.’
1. Main image: Rigging Projects recently played a leading role in helping Magic Carpet-e, supplying the entire deck hardware package. 2. Rigging Projects' ultra-low friction blocks pictured alongside the original Hetairos' mast collar blocks. 3. Hetairos' upgraded jib cars, making a significant weight saving and reducing friction.
Swan 100 Savuke: Originally launched in 2006, the remit from the owner’s team was to optimise and modernise all sail-handling systems in order to enable the yacht to be competitive once again on the superyacht regatta circuit. Collaborating with BM Composites, Marine Results and with the support of Nautor Swan Global Services, this culminated in the production and installation of a complete Rigging Projects design and engineered deck hardware package along with the addition of a bowsprit and halyard locks.
TP52 Gladiator: By adopting Rigging Projects’ X-Car traveller system, the team experienced a significant reduction in friction to the extent that they could increase their fast traveller limit from nine to 13 knots – a performance edge that has since attracted numerous other TP52 Super Series programmes. Dave Freddie Carr, a trimmer on Gladiator, says the X-Car is “an absolute game changer” and main trimmer Chris Hosking says he’s a big fan.
Their expertise has also expanded into steering systems. This started with a geared steering hub on Magic Carpet 3, allowing the owner to experience a significant reduction in helm load at the push of a button. That innovation led to Royal Huisman commissioning them to design the world’s largest cable-driven steering system for Nilaya (151ft), where the owner wanted authentic helm feel without resorting to power assistance. The solution combined their geared hubs with a suite of low-friction blocks and steering components, pushing the boundaries of traditional steering while maintaining tactile feedback.
This work has since filtered into other projects, from resolving helm-load issues on large catamarans (notoriously heavy on the helm in reaching conditions) to delivering the steering system on the Wally Rocket 71 Django, the current Maxi Worlds winner.
Headboard cars are another Rigging Projects speciality. Beyond Hetairos they've supplied numerous of headboard cars that to date have a combined milage usage of 1.75million miles, including a 15-tonne unit for Raven, the foiling Botin-designed Baltic 111, and are now building the largest ever headboard car for an 85m superyacht.
End-to-end service
One of the reasons Rigging Projects is winning this kind of business is the added value of providing clients with detailed load calculations and analysis resulting in improved sailing system design and functionality. ‘We don’t charge for this service, although perhaps we should,’ laughs Tobias Hochreutener, founder of Rigging Projects. ‘As well as specifying the products we do a lot of front-end analysis and follow-up work towards the end of the project. It’s an end-to-end service that you won’t get from other hardware manufacturers.’ That’s added value for the client, but it also closes the loop between concept and finished yacht.
‘It’s very important to us to make the hardware fit the boat, not the boat fit the hardware,’ says Nick Black. ‘That mindset is what keeps owners and designers coming back.’
That same philosophy underpins the company’s software development. Every part delivered is catalogued in the Rigging Projects app, giving builders and owners an accessible record that simplifies ordering, spares, and refits as well as sending service reminders. For build yards, or individual customers, every block, car, and lock can be identified with a few taps.
A team embedded in sailing
Another of Rigging Projects’ strengths is its people. Many senior managers are sailors themselves, with backgrounds in professional race programmes and America’s Cup campaigns. They understand the practical demands placed on equipment in real-world conditions, and they speak the same language as their clients.
That ethos is embodied by co-founders Tobias Hochreutener and Nick Black, and it extends across the business. Head of design Antoine Delaperriere spent time at BAR Honda and Williams F1, focusing on gearbox design. Head of engineering development, Chris Whitwam, previously ran his own CNC firm (that was eventually brought in-house by Rigging Projects) and he skippered the Spirit 100 Gaia.
Staying true to their roots
Rigging Projects has grown from a small boutique rigging consultancy into a multifaceted engineering firm capable of fitting out a superyacht from top to bottom. Yet despite the scale of their current projects, they remain focused on the values that built their reputation: agility, responsiveness and above all, innovation.
As the size and ambition of yachts continues to grow, so does the demand for bespoke engineering and custom solutions. Rigging Projects has shown not only that they can meet that demand, but also that they continue to push boundaries - whether through the world’s largest headboard cars, a new generation of steering systems, or a simple but transformative bobstay lock.
For Rigging Projects, scaling up has not meant slowing down.
