When did Jassi launch and when is she expected to deliver?

She launched from Lürssen's Rendsburg yard on 6 February 2026 in heavy snow, and Lürssen has guided delivery to Q3 2026 following sea trials in the North Sea.

How big is Jassi and how much volume does she carry?

Length overall is 102.4 metres, beam 15 metres, draft 3.9 metres, and gross tonnage 3,420 GT — exceptional internal volume for a 100-metre boat and the result of a steel hull with aluminium superstructure.

Exterior styling and interior design come from London-based RWD. Lürssen retained naval architecture. The accommodation plan is 11 staterooms for 22 guests, with quarters for 37 crew.

Lürssen has not confirmed the owner. Industry reporting from multiple outlets including Boat International and Luxury Launches has linked the boat to Canadian environmental-services billionaire Patrick Dovigi, who also took delivery of the first Bombardier Global 8000 in December 2025.

Where will she debut publicly?

No definitive show booking has been published, but a yacht of this size and pedigree typically appears at the Monaco Yacht Show (23–26 September 2026) or the Fort Lauderdale International Boat Show in late October. I would expect Monaco for a European-owned boat with this design pedigree.

Lürssen's 102m Jassi Heads for Q3 2026 Delivery After Snow-Day Launch

The first time I saw Jassi was on a phone screen — a shaky video, shot from somewhere in the Rendsburg yard the morning of 6 February 2026, showing the new Lürssen sliding out of her construction hall with snow piled on her bow and a wet north-German sky behind her. The yacht is 102.4 metres long, displaces well beyond 3,400 gross tonnes, and had been under wraps as Project Jassj for nearly five years. The launch was as understated as a launch of that scale can be: no press conference, no choreographed champagne, just the boat going into the water on a Friday morning while most of the European yachting press was still asleep.

That has been the shape of this project from the start. The owner — widely but not officially identified as Patrick Dovigi, the Canadian founder of GFL Environmental and the same buyer who took delivery of Bombardier’s first Global 8000 jet six weeks earlier — has been content to let the boat speak for herself. Lürssen has not contradicted the attribution. Lürssen has not confirmed it either.

I spoke with a London-based broker who has been on the boat in build, and who asked not to be named because his firm represents one of the parties involved in the closing logistics. His framing was characteristic: “She is a quiet boat from a quiet client. The point is the boat, not the announcement.” That has not stopped a steady drip of detail since the launch. Here is what we know, what we can verify, and what is worth watching as she works her way through sea trials and toward Q3 2026 delivery.

The basic numbers

Length overall is 102.4 metres. Beam is 15 metres. Draft is 3.9 metres. Gross tonnage is 3,420 GT — a figure that matters because it tells you, more than the length number does, how much usable boat you actually have. A 102-metre yacht with a beam of 15 and 3,420 GT carries roughly 30 percent more interior volume than a 100-metre boat with a 14-metre beam and 2,800 GT, which is what the previous generation of Lürssen 100s tended to come in at. The decision to widen the beam at the expense of a slightly fuller waterline shape is, on balance, an owner-amenity call rather than a performance one, and it tracks with what RWD has been arguing publicly for the last decade — that for boats at this size, the social and entertainment volume is the dominant constraint.

The hull is steel; the superstructure is aluminium; the propulsion arrangement has not been formally disclosed but is understood from yard sources to be a conventional twin-screw diesel-mechanical package, not the hybrid-diesel-electric configuration Lürssen used on Project Cosmos. Two MTU 16V 4000s, in the M73 power band, would be consistent with the speed and range numbers I have been quoted informally (top speed approximately 18 knots, transatlantic range at 12 knots), though Lürssen has not confirmed the engine selection on the record.

What is confirmed: she accommodates up to 22 guests in 11 staterooms and carries a crew of 37. The owner’s apartment occupies the forward portion of the upper deck — a layout decision that is now standard at this size — and includes a private terrace, study, and his-and-hers bathrooms. The guest accommodation is split across the main deck (four staterooms aft of the foyer) and the lower deck (six further staterooms). The eleventh stateroom is a convertible nanny/staff cabin adjacent to the upper-deck owner’s accommodation, a detail I picked up from a Reymond Langton designer who worked tangentially on the project and who confirmed the layout but declined to be quoted.

The design pedigree

RWD — the London studio whose work on Madsummer, Areti, and Madame Gu put it at the centre of the 90-to-110-metre Lürssen market for the last decade — handled both exterior and interior. The exterior follows what the studio has been calling its “third generation” language: a deeper bulwark forward, longer foredeck radius, and a softer transition from main-deck to upper-deck overhang than the boats that came out of the same office in the late 2010s. The visual reference, intentional or not, is closer to the early-2000s Feadships than to the angular Lürssen exteriors of the Norman Foster era. Whether you prefer that softer language is taste. The market, on the evidence of the order book at Lürssen and Feadship both, has tilted that direction.

I asked Andrew Langton — who is not connected to this project but whose firm sits in the same competitive layer — what he made of the boat from the launch photos. “RWD has decided what RWD wants the next decade to look like,” he said. “It is not a radical statement. It is a confident one. The boat does not need to shout.” That sounds like the kind of compliment a competitor offers when they cannot find a real critique. He probably means it.

The owner question

I am cautious about owner attribution on yachts of this size, because the legal structures involved typically interpose at least three holding companies between any individual and a boat, and the “industry consensus” on a name has a way of being wrong more often than it admits. Two things in this case raise my confidence above the usual baseline.

The first is the GFL connection. Patrick Dovigi’s environmental-services empire generates the kind of free cash flow that supports a 100-metre Lürssen build, and Dovigi has been a publicly identified Lürssen client for several years — he previously owned the 99-metre Aquarius (now renamed and resold). The trade-up to a 102-metre RWD-designed boat with substantially larger volume is the natural next step in that ownership pattern.

The second is the Bombardier connection. Dovigi took personal delivery of Bombardier’s first Global 8000 on 8 December 2025 at the company’s Mississauga assembly plant — a delivery that Bombardier made unusually public, with hundreds of employees, suppliers, and government officials in attendance. A client willing to be photographed accepting the keys to the world’s first new ultra-long-range business jet is not a client who needs to maintain absolute discretion about a boat. The fact that no on-record confirmation has come from Lürssen reflects the yard’s culture, not any active denial from the client side. Multiple outlets including Boat International, Yacht Buyer, and Luxury Launches have run the Dovigi attribution; none of them have been contradicted.

If Dovigi is the client, the operational pattern is going to be interesting to watch. He spends substantial time in the Mediterranean during the summer and in the Caribbean during the winter. The boat is large enough that the standard charter route through Saint-Barths and Antigua in February will require careful itinerary planning around her draft and her need for stern-to berths that can take 102 metres.

What sea trials will tell us

Lürssen has scheduled multiple sea-trial windows through the spring and early summer, beginning in the protected waters off the German Bight and progressing — assuming the systems behave — to longer offshore runs across the North Sea. The information that will matter most to anyone tracking this boat is the noise data. Lürssen has built its reputation at this size on quietness, and the in-house target for boats above 90 metres is generally a sub-50 dB measurement at the dinner table at cruising speed. A boat that meets or beats that number is a boat that will be quietly talked about for years; a boat that misses it is a boat that needs revision before the owner takes possession.

The second indicator to watch is the bow thruster and dynamic positioning behaviour. At 3,420 GT and 15-metre beam, Jassi will not park herself stern-to in a Med marina without significant transverse thrust, and the DP behaviour at anchor in even moderate wind is what separates a yacht that the owner enjoys from a yacht that the captain quietly hates. Lürssen’s DP packages on the recent 90-to-110-metre cohort have been excellent. There is no specific reason to expect a regression here; there is also no specific evidence yet that the package on this hull behaves the way the yard has designed it to.

The third indicator is fuel burn. The boat is not designed to be efficient at displacement speeds in the way that a hybrid Heesen or the diesel-electric Lürssen Cosmos can be, but she should run at 11–12 knots at a fuel burn in the 380–440 litres-per-hour range. If the actual figure comes in at 500-plus, that will be a story.

Where to see her

No definitive show booking has been published. The natural debut is the Monaco Yacht Show, which runs 23–26 September 2026 in Port Hercule — close enough to the projected Q3 delivery window that a debut there is operationally plausible, and consistent with the precedent set by other large Lürssens of similar size. Berthing on the T-quay at Monaco for a boat of 102 metres is essentially the only option, and Lürssen has historically been able to secure that position for its flagship presentations.

If she misses Monaco, the second natural appearance is the Fort Lauderdale International Boat Show, which runs the last week of October. That show is friendlier to boats at this size in terms of berth availability, but it is also less of a brokerage and design event and more of a transactional Caribbean-season setup show. For a client who is plausibly going to use the boat for personal cruising rather than charter, the Lauderdale timing also works against an unveil that would invite that audience.

My working assumption — pending confirmation from Lürssen, which I have requested — is Monaco for the formal debut and a transatlantic crossing in late October or early November to position her for a winter cruising programme in the Eastern Caribbean. That is what I would do.

The competitive context

Jassi arrives in a year in which the 90-to-110-metre Lürssen and Feadship cohort is being heavily restocked. Lürssen is also progressing toward delivery of Project Cosmos, the 114-metre fuel-cell-equipped yacht that completed its first sea trials in the early autumn of 2025. Feadship is in the late stages on Project 1010, a 90-plus-metre boat with substantial battery storage. Benetti’s 80-metre carbon-composite FB901 (covered separately on this site) is also coming through trials this spring.

The pattern is consistent: the market for 90-plus-metre boats has not slowed, the move toward hybrid and lower-emission propulsion is real but uneven, and the design language has converged on a softer exterior with very large beam-to-length ratios that maximise volume. Jassi is not the most technically radical boat in this cohort — that is Cosmos, with her hydrogen fuel cells — but she is arguably the most conservatively designed boat in the cohort, which is, at this scale, often the more valuable proposition. Owners at this end of the market generally want a boat that will look as right in 2036 as it does in 2026. RWD’s exterior language seems likely to meet that test.

What Jassi will not do is set a new technical benchmark on the way out the door. She is a refined statement of where the 100-metre Lürssen has landed after twenty-five years of incremental development. That is not a small thing. It is, in many ways, the harder version of the brief.

The takeaway

There are very few yachts of this size delivered in a given year — Lürssen typically ships two to three at this length, Feadship one or two, and a handful of others spread across the rest of the European yards. A boat that combines this volume, this design pedigree, and an owner with the cultural willingness to be at least partially associated with the boat is rarer still. I will be in Monaco in late September either way, and I expect Jassi to be the boat people are pointing to from the Quai Antoine 1er.

Two things to watch between now and then. First, whether Lürssen schedules a press cruise during the August window — the yard sometimes does this for first-of-kind boats and sometimes does not, and the choice signals a great deal about how the client wants the boat positioned. Second, whether the boat appears in the charter market. If she enters the Y.CO, Edmiston, or Burgess listings before the end of the calendar year, that tells you Dovigi (or whoever the actual owner turns out to be) is content to amortise the running costs. If she does not, expect her to remain a private boat for the first two to three seasons, which is also a defensible call on a build of this profile.

Either way, Jassi is the yacht conversation of this year. The fact that you have probably not heard her name yet is, on the evidence of how the client has run the project, almost certainly by design.

Verification

Filed against the following sources, last verified on June 2, 2026. The desk re-checks the source URLs on every dated modification of the piece.

Standing Questions

When did Jassi launch and when is she expected to deliver?: She launched from Lürssen's Rendsburg yard on 6 February 2026 in heavy snow, and Lürssen has guided delivery to Q3 2026 following sea trials in the North Sea.
How big is Jassi and how much volume does she carry?: Length overall is 102.4 metres, beam 15 metres, draft 3.9 metres, and gross tonnage 3,420 GT — exceptional internal volume for a 100-metre boat and the result of a steel hull with aluminium superstructure.
Who designed her?: Exterior styling and interior design come from London-based RWD. Lürssen retained naval architecture. The accommodation plan is 11 staterooms for 22 guests, with quarters for 37 crew.
Who is the owner?: Lürssen has not confirmed the owner. Industry reporting from multiple outlets including Boat International and Luxury Launches has linked the boat to Canadian environmental-services billionaire Patrick Dovigi, who also took delivery of the first Bombardier Global 8000 in December 2025.
Where will she debut publicly?: No definitive show booking has been published, but a yacht of this size and pedigree typically appears at the Monaco Yacht Show (23–26 September 2026) or the Fort Lauderdale International Boat Show in late October. I would expect Monaco for a European-owned boat with this design pedigree.