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OPEN 60' IMOCA Year 1996

Designed and built by Hungarian yachtsman Nandor Fa for the 1996-1997 Vendée Globe, Raphaël Dinelli acquired this 60ft offshore racing sloop in 1999 and refitted her to comply with the 2000-2001 rating rules. He has since raced her in all subsequent editions of the Vendée Globe. Continuously upgraded and perfectly maintained, she is ready for another racing circumnavigation. Her large interiors also make a her an excellent candidate for a conversion to a fast cruising yacht.

Owner's words

Three ''Vendée Globes'', 75,000NM singlehanded, I have spent a lot of time on this boat: even in the roughest conditions, I have never doubted of her build quality. She has been completely overhauled for the 2008 Vendée Globe, where I took 10th place despite damage to the boom. I really hope that she may continue to surf on the high seas. Raphaël

open 60 yacht

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open 60 yacht

Design № 826

IMOCA OPEN 60

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DESIGN 826: NEXT GENERATION IMOCA OPEN 60

Farr Yacht Design presents Design 826, a revolutionary new IMOCA 60 design that has been developed from a clean sheet of paper for the next era of offshore sailing.  This design builds upon our extensive experience in IMOCA 60 design and leverages much of our ongoing Vendee Globe IMOCA 2020 concept developments.  The boat is envisioned to be easily adaptable for singlehanded, doublehanded or crewed sailing with specific consideration for the Volvo Ocean Race courses and the implications of sailing with 5 crew and an onboard reporter.

Unlike the existing IMOCA fleet, this design has been optimized from the outset to leverage the full power of hydrofoils. The forces generated by the foils increase the speed potential but also alter how the hydrodynamic forces are shared by the hull and the different appendages. Compared to conventional IMOCA designs, this results in significant changes in the optimal design parameters, hull form shape and dimensions, foil design, keel placement and incline angles as well as having significant sail design and aerodynamic considerations.

Design 826 features a highly efficient, refined hull form optimized for the dynamics of ocean sailing at high speed while maintaining low drag in light air.  It is the product of extensive computational optimization including a significant investment in the simulation of the boats dynamic response to waves. The design development has made extensive use of FYD’s proprietary Integrated Design-space Exploration and Optimization System – IDEOS to explore a diverse design space of 1000’s of candidate designs that are evaluated against a series of design and performance metrics.

The advanced foil designs leverage FYD multi-year investment in the development of foil assisted designs, including our development of the world’s largest foil assisted monohull due to launch in Spring 2019.  The higher speeds and increased impact loadings for foil assisted boats, coupled with the rule drivers to the minimum possible structural weight require a next generation of structural concept, one that minimizes weight without sacrificing strength or reliability and robustness. As with all FYD designs, the structural approach is always carefully considered in view of buildability and cost in order to insure the resulting product meets all of the team’s objectives.

The boat must be able to operate at peak efficiency, able to maintain high average speeds for the solo sailor while being robust enough to be pushed to the limit by a full crew.  On a performance basis this emphasizes the need for a boat that is easily driven and as sea kindly as possible; able to achieve excellent speeds even when in non-optimal configurations. The deck and interior arrangements, rigging and deck hardware systems are ergonomically optimized with this in mind.  As displayed, this design incorporates a deck and interior layout that has been developed to support crewed sailing with an emphasis on human helming, gear stacking, guest space and media inclusion.  A design only focused on solo or doublehanded racing would likely result in a different cockpit, deck layout and interior.

Contact [email protected] in order to receive a detailed information package. Sign up for our email list to get the latest information about this design, other upcoming projects and news.

Design 826: IMOCA 60

Description

Displacement:

Cant Angle:

18.28 m / 60.0 ft

5.XX m / 18.X ft

4.5 m / 14.7 ft

7,XXX kg / 15,XXX lbs

Hydrofoil Assisted

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Farr Yacht Design

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Ocean Racer Turned Family Cruiser

  • By Becca Guillote
  • Updated: December 16, 2019

Esarey family

The sun peeked over the gentle rolling ocean swell, smearing the underside of the clouds with Crayola colors. Janna Esarey sat on a creatively fashioned dock box-turned-cockpit seat as DogBark galloped across the Pacific at 10 knots, under a reefed main and full genoa. She was sailing almost due south, 900 nautical miles north of Hawaii, with 25 knots of breeze over the port beam. DogBark was in her element, with the strong trades fueling her drive to sail fast. Janna’s confidence in her boat’s aptitude permitted her to sip coffee casually while admiring the stunning sunrise. She contemplated the winding path that led to this moment, charging across the Pacific on a 60-foot boat she had learned to love and call home. This is the story of a family, a quest and a yacht called DogBark.

Like a complex puzzle, revealed one piece at a time, the tale begins decades earlier with a unique distance-racing sailboat built halfway around the world. It meanders across a coincidental meeting between two equally passionate (read: crazy) racing sailors, and a compelling conversation with an Arctic explorer. And finally, in its third act (thus far), it lurches through an intense year of boat renovations before ice conditions wrench the storyline from a wintry 71 degrees north to a tropical 20 degrees north.

The first puzzle piece materialized in 1989 when Australian Kanga Birtles, owner of Jarkan Yacht Builders, splashed his newly designed, custom racing sailboat, designed by John King and built in accordance with the relatively new Open 60 (now called IMOCA 60) box rules. The boat, christened Jarkan Yacht Builders , came in at just under 60 feet, with a 9.5-foot draft and enough positive stability to right itself from a deep knockdown. At the time, at least in the Open 60 realm, it was a conventional design, with a fixed bulb keel, a single rudder, 30,000-pound displacement, and about 10,000 pounds of water ballast in tanks extending 18 feet along each side of the hull. Birtles had the 1990 BOC Challenge in mind, a solo around-the-world race, and being on a restrictive budget without major sponsorship, wanted a “bulletproof” boat to limit costly and potentially dangerous breakages midrace.

refit

The BOC Challenge (renamed the Around Alone race in the 1990s) was, at the time, the world’s premier singlehanded event. Of the 25 vessels that left Newport, Rhode Island, in fall 1990, with dreams of returning half a year later both intact and ahead of their competition, seven withdrew due to damage, injury or both. Completing the race was a testament to the strength and fortitude of man and vessel. In May 1991, Jarkan crossed the finish line fifth in its class.

An offhand comment from Birtles after the race underscored his vessel’s fortitude. Despite a chilling knockdown in the Southern Ocean during the race’s third leg, the only damage Jarkan sustained in 136 days of racing were a few bent stanchions. Birtles had built a fast, robust vessel capable of withstanding the toughest ocean conditions on the planet under the guidance of a lone crew.

Twelve years later, that sleek, sturdy Open 60 called to Al Hughes from the docks in Seattle. Al wasn’t looking for a new boat, but Primetime America , its name at the time, was looking for a new owner. Al already owned a boat; he lived aboard a custom 39-foot sailboat with his wife, but was drawn to Primetime ’s sexy lines and long-distance ocean-racing credentials. She was going through a rough patch, owned by a bank looking to recoup its losses, and desperately needed an infusion of new energy.

revamped saloon

Much to the chagrin of his usually loving and supportive wife, Al’s absurdly low offer was accepted, and he became a two-boat owner in January 2004. The renowned Open 60 was rechristened DogBark , a tribute to his pup, Gus, and a tongue-in-cheek reference to “dog-bark navigation,” in which sailors in Scotland’s fog-shrouded waterways listened for the sound of barking to know when they were too close to shore and needed to tack away into deeper waters.

Al’s friends told him he was crazy, but his ambitions crystalized with his admiration of DogBark . He’d hustle to the start line of the Singlehanded Transpacific Yacht Race in San Francisco, five short months away, to see what she could do. Al assured his wife he’d do one singlehanded race before selling the boat. Short on time and money, he changed little about DogBark , adding only the required safety equipment and replacing spent batteries and a few fraying lines. After one qualifying sail, he headed to the start line in June, with a perilously low number of hours spent sailing the boat.

But DogBark took care of him. Twelve days later, he took line honors in Kauai, Hawaii (a mere 45 minutes ahead of the second-place finisher), and sealed his love for the boat that carried him there. While 60 feet is a lot of boat to handle alone, and challenging weather conditions kept Al on his toes, DogBark made his job as easy as she could, barreling across the ocean without complaint. He hit a top speed of 24 knots, a wild sleigh ride down a particularly steep wave that had him holding on and shouting with glee. Despite his wife’s urging, Al couldn’t part with the boat. He returned to take line honors in the 2006 and 2008 editions of the singlehanded Transpac. So much for his one-and-done promise.

iceberg in the Arctic

While Al was galloping across the Pacific on DogBark , a newly married couple untied the lines of their Hallberg-Rassy Rasmus 35, Dragonfly , for an extended honeymoon cruise. On their two-year voyage across the Pacific, Graeme and Janna Cawrse Esarey fortified their loyalty to each other and to the sea. When they returned to Seattle to start a family, it was with the knowledge that the ocean would call them back to cruise as a family one day.

In the following years, their daughters, Talia and Savai, grew into precocious individuals and confident sailors, and Graeme fostered a dedicated and competitive race crew for his Farr 1220, Kotuku . In the way that happenstance interactions can inadvertently alter the narrative of those interacting, another puzzle piece dropped into place when Al found himself racing with Graeme…and Graeme in turn found himself admiring Al’s immense knowledge and skill.

Graeme soon learned Al had a fast boat of his own. And, in the way that seemingly inanimate objects can wiggle their way into the heart of an unsuspecting observer, Graeme fell in love with DogBark the first time he saw her standing proudly in a boatyard near Seattle. As a long-distance-racing enthusiast, he fantasized about the adventures he could have with a boat designed to sail with a small crew anywhere in the world. But practicality kept him grounded; he already owned a wonderful boat for racing in the Northwest and, anyway, DogBark’ s utter lack of interior comforts would not sit well with his family.

It was not until Graeme talked to polar explorer Eric Larsen that the puzzle’s outline came into focus. He and Janna wanted to take their daughters, now 10 and 12 years old, cruising before high school commitments took precedence but were struggling to find enthusiasm for the tropical route they took on their honeymoon cruise. Janna had learned she preferred cold-weather sailing, and with the world so big, taking the same path through the tropics felt uninspiring. Eric, recently returned from an unsupported expedition to the North Pole by foot, mentioned the Northwest Passage’s growing water-to-ice ratio. Walking across the ice wasn’t on Graeme’s radar, but exciting cold-weather cruising grounds were. Furthermore, that sturdy, oceangoing racing machine sitting in the boatyard had been calling to Graeme for years.

Esarey family

The rest of the family was—OK, tentatively at first—on board with the harebrained idea to buy DogBark, refit her in less than 12 months, and leave Seattle to sail through the Northwest Passage before continuing to the Mediterranean. Dreaming became planning, and planning soon became doing. Al, understanding the drive to pursue wild sailing dreams better than most, handed over the keys to DogBark , along with a seemingly limitless stream of advice and knowledge.

Shortly after ownership passed hands, my husband, John, and I were incorporated into the wild scheme. We had raced with Graeme and Al aboard Kotuku until, inspired by their knowledge and passion for sailing, we had purchased our own boat and left Seattle to go cruising. When Graeme called us in Nicaragua with the news of their “new” boat and their related Arctic plans, it took us less than a breath to commit to join them for the Northwest Passage. As a writer/photographer team, we would be able to document the journey while contributing as crew, and stand-in aunt and uncle to Talia and Savai.

As friends had with Al, Graeme and Janna’s pals regularly informed them they were crazy. The Northwest Passage, while a significantly more feasible route than a decade earlier, was still far from a sure thing. DogBark ’s fiberglass hull and deep draft were concerns in a region dominated by perilous ice and shallow bays. But for Graeme and his crew, those concerns were offset by her watertight crash bulkheads and a thick, sturdy hull. DogBark was designed with high-latitude sailing in mind.

When Al had prepared to do his second and third Transpac, he’d touched up the bottom paint on DogBark , changed the oil, tested a few systems, and took off for the start line. The list of requirements and comforts for a two-week solo passage in temperate waters was concise. That list grew immeasurably longer as the Esareys considered a multiyear cruise for four people, starting with two extra crewmembers and a month or more of voyaging above the Arctic Circle. DogBark had a strong hull and an engine with low hours but lacked creature comforts—such as beds or a bathroom door—that would make living aboard suitable for the whole family.

DogBark

So they all got to work. They crafted a “Master Project List,” a shared Excel document pages long with notes, dimensions, priorities and dates. Step one required several power washers and elbow grease to clear the deck’s flourishing farm of moss and mold. Step two was…everything else.

From the very first day, it was clear there was not enough time to do it all. Many boat owners spend three or seven or 15 years preparing themselves and their boat to go cruising. The Esareys had less than one. Other boat owners dream of it all their lives but are never quite able to untie the lines. Graeme and Janna were well-aware of the traps of shore life, so once the plan was hatched, they were determined to untie the lines the following summer, even if it meant sailing north before the water tanks were plumbed or heaters installed. With a long list and a short timeline, Graeme and Janna divided tasks and dug in.

Graeme focused on ensuring DogBark was as safe (and fast) as possible. He worked with Port Townsend Rigging to replace all of the rod and wire rigging, including fabricating new spreader ends and replacing all of the turnbuckles. Under Al’s guidance, he added a bowsprit to make flying and jibing the asymmetrical kites easier, and to extend the anchor away from DogBark ’s plumb bow. Ballard Sails issued a new suite of working sails: a main, a genoa and a jib, and recut two spinnakers. Graeme added all new B&G electronics, an autopilot, and an electric winch to assist the new mainsail up the 85 feet of mast. He expanded fuel, fresh water and waste capacity. He purchased a new life raft, two solar panels and an engine-driven heater, but he didn’t have time to install them before departure.

One of DogBark ’s qualities that enticed Graeme was her shorthanded sailing prowess. Built for singlehanding, the sail controls were designed for one person to make sail changes and adjustments, despite the loads of a 60-foot boat with a nine-story spar. Almost without exception, whenever Graeme changed the way a line was led, he soon re-led it the way it was originally. He updated the banks of clutches and replaced worn lines, but otherwise found that the leads, winch placements and reefing systems worked most effectively unaltered. DogBark was well-sorted.

Hawaii

Janna focused on the interior renovation. While safety and speed were tantamount, cruising with a family required converting the interior from a simple layout, one designed for a single, low-maintenance racer, into a practical and comfortable home with storage and sleeping space. She knew her husband would happily sail in a bucket (as long as it was a fast bucket), but the rest of the family wanted some level of comfort and amenities. DogBark had only one real “bed” (which had morphed into space for storing sails), so the biggest challenge was converting the aft spaces on either side of the companionway from water ballast tanks into cabins. In the end, they ground out 9 linear feet of ballast tank on either side, pulled out the large aft-facing nav station, and custom-built single bunks that converted into doubles. To make it homey, Janna’s father added shelving to cover the ballast tank and a pocket desk controlled by a line that allowed it to “gimbal” when the boat heeled. Doors would give the sisters some form of privacy but, without time to custom-make them, decorative shower curtains sufficed.

Once Talia and Savai saw their rooms taking shape and realized their parents were truly committed to this adventure, the dream felt real and they started to get excited. Having grown up on and around boats, they knew the demands—and the potential fun—of boat work. While their friends spent lazy afternoons at the park or playing video games, Talia and Savai were on the boat with their parents, getting dirty and working hard. They helped paint every exposed inch of the interior, cover the audacious yellow Formica countertops with a more pleasing slate gray, and re-cover the bright red saloon cushions with easy-to-clean faux leather. They ran wires through the engine room, scrubbed the bilge, installed wood paneling, and went up the mast to run new halyards. They brought energy and silliness to the boatyard, alongside their hard work and creative solutions.

Many projects that started out with a prominent place on the master list soon dropped off the back, due to a shortage of time or a change in perspective. DogBark came with a funky space-pod-looking hard dodger with crazed plexiglass windows that wouldn’t offer much visibility or protection from the cold bitter elements of the Arctic. The family agreed the dodger needed to be replaced. But designing something better within their time and budget restraints proved impossible. They made what felt like a compromise by simply replacing the plexiglass, and adding a frame-and-canvas cockpit enclosure to the back of the dodger, and marked the project done. Soon, though, they all agreed it was the right decision. DogBark maintained her sleek, sexy lines without the addition of a bigger, boxier dodger, and the canvas enclosure expanded the living space while maintaining visibility and flexibility for any weather condition.

Time is unbiased. It does not care how busy we are or how long our project list still is. Soon it was spring and nearly time to go. John and I entered the mayhem a few weeks before untying the lines, and jumped straight into final preparations. We installed hardware, tested systems, bought parts, stowed gear and went provisioning. In a blink, our departure date arrived. When we left the dock in Port Townsend, Washington, in spring 2018, most of the gear was still in boxes. Solar panels leaned against the stern rail, wrapped in foam and cardboard. Only half of the water tanks were plumbed. Tools were scattered across the new saloon table. But the bilge was full of canned goods, the aft lazarette was full of topped-off diesel tanks, and the new cruisers were full of excitement and appreciation. The puzzle was complete. The Esareys had made a commitment to each other, to DogBark and to themselves, and they were not shying away from that. It was time to go cruising.

lookout

Graeme knew he would cherish DogBark ’s speed, but Janna, who had never called herself a racer, had never considered performance as a boat’s most important feature. But this boat won Janna over from their first sail, and in the following months, DogBark demonstrated her confidence and grace again and again. She ghosted across the Strait of Juan de Fuca, effortlessly reaching 8 knots in a wispy 9 knots of true wind; she powered through strong choppy seas in the Gulf of Alaska and easily legged out ahead of a low-pressure system bearing down on her in the Bering Sea. When a strong headwind contradicted a swift current in the shallow waters of Hecate Strait, the spiteful seas opened the forward hatch, filling the bow locker with seawater and effectively testing the strength of the soon-to-be-revered forwardmost watertight bulkhead. Despite an extra few thousand pounds of weight, DogBark sailed on, a bit sluggish but mostly unperturbed, until her crew discovered the intrusion and pumped the water back outside the boat, where it belonged.

Unfortunately, despite DogBark ’s ­preparation and enthusiasm, ice conditions barred almost every boat from transiting the Northwest Passage that summer. Of the 25 boats to attempt the passage, only two made it through. Many more were damaged by ice, and one sank after colliding with an iceberg. The rest turned back to try their chances another year, DogBark among them. Having sailed past 71 degrees north and east along the north slope of Alaska, DogBark tucked her tail and sprinted nearly 4,000 miles in three weeks to thaw out her crew in the lush green paradise of Hawaii.

It is a testament to DogBark and her new caretakers’ renovations that she was just as comfortable tiptoeing past icebergs in the Chukchi Sea as she was galloping across the Pacific under a big colorful spinnaker. It is a testament to her crew that when one door closed, they were able to realign their aspirations and expectations, turn south, and take off for new Hawaiian cruising grounds.

And so, we end this chapter of DogBark ’s ongoing story by picking up where we began:

As the sun climbed higher, pushing new heat into the already warm tropical morning, Janna relished in her quiet moment with DogBark , again thanking the old girl for taking such good care of her family. It had been a wild ride so far—the decisions, the boat projects, the learning, the Arctic rejection, the ocean miles—yet she knew the adventures with this marvelous boat had only just begun.

After leaving DogBark in Hawaii, Becca Guillote and her husband John completed an ocean crossing on their Valiant 40, Halcyon , sailing 4,000 miles from Panama to French Polynesia. Read more on their travels on their blog . Meanwhile, the Esarey family continued onward from Hawaii to the Marquesas and Tuamotus before returning home to Seattle.

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Solo Sailing an IMOCA 60 Racing Yacht

  • July 13th, 2016

As I am right now very much into reading everything I can about Class 40 boats and collecting my first experiences of sailing these fast racing yachts, like the Pogo 40 I am also open to other classes, as it is the case with the Open 60. Or the so-called IMOCA. These 60 feet thoroughbred racing yachts are around since the early Nineties and participate in the very big races like Route du Rhum, Fastnet or the Vendee Globe.

Lizzy Foreman right after making landfall in Guadeloupe.

I am happy of having had the chance to talk to pro-skipper Lizzy Foreman again as she was having her first fast-paced miles aboard an IMOCA 60. What was it like to control a sailing bolide like this and what is the main character of an Open 60 yacht – maybe in comparison to the Classe Mini 650 in which Lizzy used to race up until now (here´s an interview with Lizzy on her MiniTransat 2015 )

Fascination Open 60 Racing

NO FRILLS SAILING.com: “Lizzy, nice to have you answering my questions again. Thanks in advance. I´ve noticed you tweeting around from the cockpit of an IMOCA 60: What was your jaunt aboard an IMOCA 60 racing yacht all about? Just training or serious ambitions to change Classe Mini for the bigger boats?”

Lizzy Foreman: ”This season I am training onboard the IMOCA 60 Artemis Ocean Racing , having been selected as a squad member for the project Vendee 2020 Vision – a new initiative that Whitecap has created with the support of Artemis Investment Management, to help further develop the careers of British solo ocean racers.”

Fast. Simply fast: The Imoca 60

NFS.com: “… so that´s kind of a sponsored support program. Nice. So that´s training one-on-one on the IMOCA?”

Lizzy: “Yes, indeed. The opportunity to sail onboard the boat is a very special one; which takes me closer to my dream of one day racing such a machine solo around the world. I first have been racing the boat on the Royal Ocean Racing circuit as part of a crew of five. That´s getting to know the boat and learn the essential stuff before switching to single hand-mode. Later in the season I will spend three days sailing the boat solo. There will be two coaches onboard and I guess that will enable me to get to grips with IMOCA 60 sailing.”

Hard Work controlling an Open 60

NFS.com: “What did you expect prior boarding what sailing an IMOCA 60 would be like?”

Lizzy: “Well, of course, I was a bit nervous at first. You see, I knowing quite perfectly how exciting sailing a 6.50 meter Mini can get. I knew I was in at the deep end heading out in +20 knots on a 60 foot carbon racing machine. That´s pushing adrenalin down the veins, believe me.”

Daggerboards and massive Outriggers: This must be an IMOCA60

NFS.com: “What have been your first thoughts upon boarding the boat?”

Lizzy: “Obviously the winches. There are three of them onboard and they are huge. Activated with a coffee grinder , you won´t find on smaller vessels, as the loads on the sails are very heavy. A sailor must use the full strength of his body to bring them in. Everything is huge with an IMOCA 60. Requires so much energy and strength. Even just bringing a sail on deck is an extremely tiring and difficult task, requiring three people to wrestle one up on deck for example. Alternatively when sailing solo, you would have to winch the sails out of the hatch. I soon realized that I’m going to need much bigger muscles to tackle these ocean racers. On my Mini I could hoist the sails with just a few hand pulls.”

NFS.com: ”Describe the boat, maybe in regards to the ClasseMini yachts. What is special about the IMOCA?”

Lizzy: ”Surprisingly, the IMOCA 60 is actually very similar to the Mini in terms of how the boat handles on the helm; it almost feels like sailing a dinghy! Both boats have been designed to be sailed by only one person, and so the actual deck layout and system is pretty similar.”

Roping is a complex thing on an IMOCA60

NFS.com: “I can imagine some differences between Mini boats and Open 60 …”

Lizzy: “Oh yes, there are so many: Getting to grips with the water ballast system aboard an IMOCA 60 is obviously a big task. Also, the daggerboards, the canting keel and the rotating mast was are different too. Yet, since a lot of the Prototype Minis are designed in just the same way, I would say that sailing a Prototype Mini is definitely great preparation for moving on to an IMOCA 60. Of course we don’t have the flashy navigation system on the Minis as the IMOCA 60 do. It was pretty cool to sit at the carbon table – which handily rotates so that you can always sit to windward – to use Adrena-system, a weather routing software favored by offshore racers.”

High Tech yet Unforgiving

NFS.com: ”Can you tell me more about the sailing characteristics of the IMOCA 60?”

Lizzy: ”That´s a pretty short answer: It´s just simply fast, smooth and brutally unforgiving: Just get a detail wrong and it’s a serious problem!”

NFS.com: “When sailing as part of the crew, what has been your position?”

Lizzy: “As the boat is designed to be sailed solo and the objective of the project Vendee 2020 Vision is for each of the sailors to understand how to do so, I have been able to work on different parts of the boat throughout each race. That means obviously being at the helm, the pit and on the bow. This has been really essential for me, as at the end of the season I will spend 48 hours sailing the boat solo; so I really must know what all the ropes do.”

NFS.com: ”What did you like most about the ship? What is most fascinating?”

Lizzy: ”For me it is the technical aspects in the design of the boats that I find most fascinating. For example, the rigs on the IMOCA 60s are a particularly complex system, having gone through three different designs. First we had the classic fixed mast with three levels of spreaders, followed by the wing shape mast with spreaders in the boats. Now all the latest designs of IMOCA 60 boats have a rotating wing shape mast with outriggers, as it is the case on ARTEMIS OCEAN RACING. It´s just awesome.”

Lizzy Foreman and her personal Instructor

Lizzy: “A lot of research, design and development goes into the rigs: After all, it is the mast and standing rigging that suffers the most on ocean racing yachts, with breakages being the most common cause for retirement.

NFS.com: “Tell me more about the rotating mast technique.”

On Daggerboards, Rotating Masts and Outriggers

Lizzy: “The rotating wing shaped masts were introduced as they are more aerodynamic. The incoming airflow entering the main is manipulated in a way that it will be less turbulent thus allowing a bigger sail to be carried. Of course: A bigger sail means more load and so the outriggers are used to pull the shrouds away from the mast at a bigger angle. This will reduce the compression on the mast and therefore reducing the chance of a breakage. Further, the use of outriggers reduces the weight and center of gravity in the rig. Although each outrigger weighs about 50 kilogram, this weight counts as part of the hull rather than the mast. There´s more to it. The use of outriggers means the sheeting angles of the sails can be increased as the sheets are run through blocks on the outriggers, extending the wind range that the headsails and spinnakers can work in. The use of outriggers also ensures that there are fewer spars and rigging for the sails to flog against reducing the wear and tear on the sails.”

Even when crewed by multiple People, an Open 60 is a Hell of a Ride

NFS.com: “Is there anything you see with mixed feelings when thinking of participating a major race onboard such a machine?”

Lizzy: “Having competed in the both the Mini Les Sables-Azores-Les Sables and the MiniTransat , I have a good understanding now of what it takes to compete in the greatest offshore races. It has fully dawned on me just how tough it is to sail – let alone race – an IMOCA 60 solo around the world. For the 2016 Vendee Globe, I have been able to follow the preparations of Alan Roura and Conrad Colman, both ex-Mini sailors: Just like in the Mini 6.50, even getting to the start line seems the greatest of achievements! To race an IMOCA 60 in a Transatlantic race or the Vendee Globe takes everything the skipper can give. And it also requires exceptionally strong support from friends and family. It can be a lonely time in the lead up to the race due to the sheer amount of preparation, to be followed by the race itself – during which time you are completely alone. For sure, racing an IMOCA 60 solo remains one of the toughest challenges a human can face.”

Beauty of Offshore Racing

NFS.com: “In brief: What are your future plans, maybe in IMOCA-racing? And what can we expect to hear in the future from Lizzy?”

Solo Racing in the Furture

Lizzy: “After finishing the Mini Transat in November 2015 my focus has been on gaining ‘big boat’ experience on Class 40 and IMOCA 60 yachts. I have also gone back to dinghy racing, helming a twin-trapeze skiff to learn a different style of sailing as I believe competing in the two branches of the sport is the best way to further progress my skills and knowledge. There are always numerous obstacles and challenges to overcome with any sporting campaign, but I’m excited for what the future holds and determined to be back with my own campaign in the near future.”

NFS.com: “Thanks a lot again Lizzy for giving an exclusive insight in IMOCA racing. We will definitely watch this space and follow your career. Hopefully soon again with exciting news and stories. All the best for you.”

Lizzy Foreman has a website  and a twitter-Channel

Here´s an interview with Alex Lang who is currently building a Classe Mini from Plywood

Here are some articles on Class 40-sailing which represent my first steps aboard a Pogo 40 racing yacht

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New IMOCA Open 60 unveiled

Yachting World

  • April 8, 2008

Jonny Malbon skippered Open 60 launched just seven months ahead of Vendée Globe 8/4/08

Artemis Ocean Racing II, the new all-British designed, built and sponsored hi-spec IMOCA Open 60 racing yacht, was officially unveiled at Ocean Village, Southampton yesterday. The boat has been two years in the planning, and incorporates features that have, until now, been unavailable in this class of monohulls.

The racing yacht takes to the water just seven months ahead of the Vendée Globe, which will provide the ideal platform for skipper Jonny Malbon to push the yachts’ potential.

Jonny Malbon, 33, is making his solo sailing debut this season in the Artemis Transat, before tackling solo ocean race, the Vendée Globe. The young Brit cut his teeth preparing IMOCA Open 60 racing yachts for some of Britain’s most famous solo sailors – most notably Dame Ellen Macarthur – and now takes to the stage himself.

Malbon commented: “It is a great day to see this beautiful craft in the water. There has been so much planning and development in the design and build of this yacht over the last two years. It is a great day for everyone involved in the Artemis Ocean Racing project and I can’t wait to get out onto the seas and she what she is capable of.”

“I would like to thank everyone at Artemis Investment Management, Rogers Yacht Design, Neville Hutton Boat Builders and all the people within Artemis Ocean Racing that have worked so hard for such a long time to reach this point. I hope we can go on to achieve fantastic success in 2008.”

Last week in accordance with seafaring tradition to bring a vessel good luck the mast was stepped on top of a coin. Artemis purchased from The British Mint, a 2008 British Gold Sovereign which is positioned at the core of the Open 60.

NEW 60 OPEN

Long, comfortable and safe cruising in any sea condition. all the comforts for an onboard enviable quality of life.

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Kadey-Krogen 60 Open: The Genesis of a Long-Distance Cruiser

Although the technology has changed immensely in nearly five decades, the foundational principles on which Kadey-Krogen Yachts was built remain relevant today. We define these tenets from our inception to the newest Krogen model.

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PORTSMOUTH, R.I., March 10, 2023 —  Chances are whatever time of the year you’re reading this article, there’s a boat show, or a trawler seminar, or some other retail-focused event happening that brings prospective boat buyers together with the folks at Kadey-Krogen Yachts. Ultimately, as sure as the sun will rise, we are asked to compare ourselves to other builders in some type of one-to-one match-up. Of course, we are ready to answer.

Behind the scenes at Kadey-Krogen we embrace a concept that defines how we view our boats compared to other builders, which comes in handy in these situations. Nobody likes to keep secrets so we thought it might be worth articulating this manifesto of sorts to our owners. After all, you are the embodiment of the theoretical. 

open 60 yacht

What’s really rewarding to everyone at Kadey-Krogen Yachts is that these fundamental and foundational elements upon which we operate remain as pure and true today as when Art Kadey and Jim Krogen collaborated over rough conceptual drawings in Coconut Grove, Florida, in the mid-1970s. Those drawings would eventually evolve into the Krogen 42 and spawn an entire company. And these same principles have guided us from that initial 42 all the way to the design of our 60 Open shown on this page. So get comfortable and let’s take a little journey.

The central concept is that within the bluewater trawler niche, we basically see two types of owners: The Cruiser and the Crosser. “You can’t ‘sell’ boats like ours,” says Kadey-Krogen Yachts sales executive Greg Sapp. “You need to find the builder whose central design goals most closely fit your plans and personality. I don’t sell Krogens, I look for Krogen clients. So I always try to find out if someone is a Cruiser or a Crosser? That is a bigger distinction than it seems at first.”

Greg continues, “It’s our experience that the Crosser will say, ‘I am going to cross the ocean!’ While the Cruiser will say, ‘I am going to explore the Mediterranean.’ The Crosser wants a “little ship” whereas the Cruiser wants a long-range yacht. Our team has found that the Crosser is focused mainly on the crossing, survival at sea in the worst-case scenario, which is of course important, but that is their central focus from which all decisions are made.” 

However, the Cruiser has to accomplish both. They will need a high-quality, well-designed bluewater yacht for ocean crossings, but they are equally focused on having a comfortable exploration home during these long voyages. The Cruiser is going to spend 10 to 14 days on the crossing and then the next year or two exploring the Med, Europe, or wherever their destination may be.

By all accounts, Art Kadey, a yacht broker at the time, was the Cruiser when he approached naval architect Jim Krogen with a sketch for a liveaboard cruiser that he envisioned himself aboard in the Caribbean. And he knew Jim was the man to make it happen. Indeed, from the very beginning, the central Kadey-Krogen mission from a design and engineering aspect has always been: Yes you can explore the world and be comfortable in your home doing it. More succinctly, this manifested into the Kadey-Krogen tagline of “At Home on Any Sea” and the design of the boats and focus of the company remains targeted on providing comfort to long-range cruisers spending extended, even unlimited time living and cruising exotic locales. Comfort is key to long-range cruises, and at Kadey-Krogen it drives the design decisions throughout the process from that early 42 to the new 60 Open.

In our opinion, there are three key principles which can be used to evaluate long-range cruisers.  They are:

  • Design, including hull form
  • Quality of construction materials and the use of  proper building techniques
  • Layout: How is the boat’s space used?

These design choices are also critically important to ensure the boat is appropriate for the client’s cruising plans and lifestyle.

Hull Form Design

Each and every Krogen yacht begins with Kadey-Krogen’s exclusive Pure Full Displacement (PFD) hull—a masterpiece design for full-displacement pleasure yachts, originally created in the 1970s by Jim. This starts with a very fine or sharp bow entry, especially when compared to other models in the trawler market niche. This accomplishes the Krogen design objectives of comfort and minimizing pitching as the boat pierces the seas. This treatment also requires less force to move forward in seas and absorbs less of the rising energy of a wave. Some other builders incorporate a blunter bow entry which will certainly maximize forward bilges and stowage in this area, yet can create a pitching motion. This represents a compromise between the two design approaches, but the choice between the two was never a question with Art and Jim. They would not compromise on the ride and comfort.

Furthermore, a Krogen has significant bow flare. In larger waves as the water comes farther up the bow, the boat gets “bigger,” creating more flotation and lift. The more the bow goes down in the water, the more lift is created. In other words, the bigger the waves, the greater this offsetting lift to keep from burying the bow.

When looking at a Krogen out of the water, it’s also easy to see another guiding principle of the PFD hull design: longitudinal symmetry. This refers to the degree to which the stern shape matches the bow shape. A simple way to describe what is desired is that a hull with good symmetry will have V-shaped sections and sharp waterlines at both ends.

The stern of a Krogen looks a lot like a bow, doesn’t it? This is because as the boat moves forward through the water, water is displaced. By having a continuously rounded bilge and a narrowing, wineglass stern, the water that is displaced by the bow and then the widening curve of the forward part of the boat as it gets wider, is then replaced in a similar curve back to the pointed stern so that no “station wagon” effect is created. In other words, it pushes the water aside as she moves forward and then puts it back gradually with an angle from the middle of the boat back to the sharp stern. With a square-stern boat, the sudden transition of a square stern, which is the full beam of the boat just ending, creates a vacuum that tries to slow the boat.

A key point to remember is that laws of physics apply to hull shapes too, and so for every wave action force on the hull, there is an equal and opposite reaction force on the water. A Krogen hull is designed to deflect a large portion of that wave energy and the result is truer tracking. This again creates added comfort for everyone on board.

The other advantage to longitudinal symmetry is that following seas are parted just like a pointed bow works on head seas as the boat moves forward. A full-displacement design is slower than the waves so the waves from behind will catch you and come up under your stern. The forces of following seas are dissipated rather than absorbed, or “parted” rather than pushing the boat and making the boat rise and push to one side or the other.

Quality Construction Equals More Comfort

Another key objective to deliver the Cruiser the ultimate bluewater boat is achieved through reducing build weight, while maximizing strength. How do you make a fiberglass hull strong? There are basically two approaches. One is to make it thick and the other is to make it from stronger materials. 

Kadey-Krogen employs layers of a bulletproof Kevlar material (the industrial name is Aramid) in our hulls. This is expensive, but the process is five times stronger than steel and up to 60 percent lighter than ballistic steel—yet another example of weight not being related to strength. A boat that is both lighter and stronger is simply more fuel efficient. And again, this approach increases onboard comfort by allowing Kadey-Krogen to use larger windows and have larger spaces with no intrusive support system as the boats do not flex as much as a conventional, less expensive build.

The Comfort of Home

When Kadey-Krogen staff is tasked to explain our difference, this is often where we find ourselves getting excited and animated (And our owners do too!). The bottom line is that the company dedicates more space, indoors and out, to living areas. We simply made a deliberate decision to allow for larger galleys, saloons, flybridges, upper decks, and cockpits. The cockpits are also covered so you can sit outside at anchor even in the rain.

Our interiors are also designed to replicate single-level living wherever possible. We don’t believe in the multiple-level, chopped-up layouts that have grown out of yachts trying to optimize every cubic inch of interior volume (as inventive as some solutions may appear at first). It just shows how much better a properly designed yacht interior works.

We realize that not everyone will agree with our driving philosophy and approach to bluewater, comfortable, cruising trawlers. Yet when we look at the pages in this issue of Waypoints of how our owners are enjoying their boats around the world, we are reminded that Art and Jim were onto something. That collaboration has spawned nearly 700 boats and led from that special 42 to our new Krogen 60 Open shown on these pages. We sure hope you’ll like it, and we’re positive that Art and Jim would approve.

Krogen 60 Open: A Living Legacy

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Designing and building a new model is not easy. Just to arrive at the tooling stage is often an undertaking that requires a tremendous amount of effort. What does make it easier and, dare we say, even a little fun, is that Kadey-Krogen is not looking to create an entirely new approach or figure out the latest and greatest with each new build. Do we have an eye on evolving technology and building techniques? You bet we do. However, we start every new design based on the foundational elements described above, which have driven our success since 1977.

The Krogen 60 Open continues to build on the success of the 50 Open and incorporates the same open living concept first shown on this model, which seamlessly joins the saloon and galley area with the pilothouse. Yet, if someone was to think that the 60 Open is simply just a larger version of the 50 Open, she would be mistaken.

For example: As a result of the volume and use of space, a day head can easily be added in the pilothouse to enhance livability while on passage or on the hook. The helm is served by two seats to allow the captain and mate to pilot the 60 comfortably. The port and starboard side doors bring in the air and also allow easy access to the side decks while maneuvering, as well as to the flybridge via the portside staircase. The L-shaped settee rivals those in the saloon on many other boats and allows for multiple relaxation areas while cruising.

Belowdecks, the en suite master is placed amidships and features a king-size berth to take full advantage of the 60 Open’s 19-foot, 6-inch beam. Several interior layout options include a three-stateroom, three-head layout with a convertible office area. Provisions for optional crew accommodations are also offered abaft the engine room.

Twin 200-horsepower John Deere 4045 diesels are standard, providing transoceanic range. The 60 Open also has an island-friendly draft of less than 6 feet. The propellers are protected with the Kadey-Krogen designed and patented Counter-Faired Twin Skeg design which was first introduced on the 58. Basically this structure serves two purposes. First, it provides additional protection for the boat’s running gear. It also allows the 60 to sit on her own bottom upright if you choose to let the tide run out under her, a key feature for bottom maintenance in remote destinations. Most importantly, the skegs are offset from top to bottom which creates a slight spinning of the water as it moves over them, rotating counter to the direction of the propellers. This gives the propellers an additional bite and increases fuel efficiency.

“The 60 Open represents the evolution of the Open Series and is yet another example of the advantages of having our own in-house design and engineering team,” said Tucker West, president of Kadey-Krogen Yachts. “It’s based on our proven design and engineering yet incorporates our focus on constant product evolution and a quest for perfection.” The more we think about it, we’re pretty certain that Art and Jim would agree.

Krogen 60 Open Specifications

LOA: 63′ 1″ (19.23 m)

LOD: 60′ 2″ (8.34 m)

Beam: 19′ 6″ (5.94 m)

Draft: 5′ 8″ (1.73 m)

Displ.: 120,000 lb. (54,000 kg)

Fuel: 1,800 gal. (6,814 l)

Water: 450 gal. (1,700 l)

Estimated bridge clearance: 21′ 3″ (6.48 m) 

Key Features

  • Day head in pilothouse
  • Galley with full depth counter or additional cabinet
  • Galley double sink standard
  • 3 en suite heads
  • King berth in owner’s stateroom
  • Larger master to accommodate desk or settee
  • Convertible settee option to create fourth stateroom
  • 20 kW generator as standard
  • Increased battery capacity to 1,200 amp-hours and additional inverter
  • Large tender capacity up to 16 ft depending
  • on placement

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The 10 Most-Exciting Yacht Debuts at the Palm Beach International Boat Show

Besides the debut of smaller vessels, more than 60 yachts over 100 feet will be at palm beach this week. it promises to be a banner event., howard walker, howard walker's most recent stories.

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Palm Beach International Boat Show

For superyacht shoppers, the Palm Beach International Boat Show, kicking off its four-day run this week, is set to break records with more than 60 yachts over 100 feet long on display. Last year was also a banner year for superyachts at the show. 

Headliners will include the likes of the 295-foot Corsair Nero ,  the 278-foot Victorious by AKYacht, the 230-foot Turquoise-built Talisman C , and 213-foot Benetti Triumph among brokerage yachts, and in new yachts, the 113-foot Ocean Alexander Puro 35 is making its world debut.  

There are so many gleaming white vessels over 100 feet, in fact, that the fleet will be split between the Palm Harbor Marina at the main show site on the downtown West Palm Beach waterfront and the Safe Harbor Rybovich Marina two miles north. 

Now in its 42nd year, PBIBS will also showcase hundreds of models of dayboats, cruisers, and fishing boats, as well as marine accessories. Running from this Thursday through Sunday, the show coincides with the Palm Beach Modern + Contemporary art show, a fortuitous opportunity for yacht owners wanting to add new art to their collections.

Here are 10 must-see boats at this year’s show.

Corsair Yachts ‘Nero’

open 60 yacht

The undisputed star of this year’s Palm Beach show? That would be the 295-foot, classically styled superyacht Nero , built in 2007 and inspired by American financier J.P. Morgan’s legendary 1930s steamer Corsair IV . Nero ‘s attendance at PBIBS marks its return to the charter market after an extensive refit in 2021. Now better than new, the boat is being managed by Burgess. With weekly charter rates from $497,000, the vessel offers five-star accommodations for 12 guests in six cabins, with pampering from a crew of 20. Part of the refit included a full interior refresh by Italian interior designer Laura Pomponi, plus a major focus on wellness. That meant the construction of a new, state-of-the-art gym and spa, the assistance of a certified onboard trainer, a masseuse and beautician. After PBIBS, Nero will spend the winter in the Caribbean before returning to the Med for the summer season.

Ocean Alexander Puro 35P

open 60 yacht

Ocean Alexander is debuting the first of its new Puro superyacht series at PBIBS. The 113-foot Puro 35P comes from the drawing board of Italian designer Giorgio M. Cassetta and is a step back from the polarizing lines of OA’s recent Revolution and Explorer series with their bold, vertical bow designs. Aimed at long-distance cruising, the 35P can carry over 5,000 gallons of fuel and is powered by twin 2,000 hp MAN V12s for a 24-knot top speed. Twin 55kW Kohler generators can also keep the yacht powered at anchor for long periods. Other standout features include extensive glazing in the chiseled fiberglass hull, a forward deck plunge pool, and spacious accommodations for 10 guests. 

open 60 yacht

Think of it as the “starter” Sirena. Aimed at a younger demographic, the Turkish builder’s brand-new Sirena 48 is making its U.S. debut at PBIBS after a global reveal at last fall’s Cannes boat show. Such is its appeal that 27 hulls have already been sold, with 13 of the orders coming from North America. Looking like a scaled-down version of Sirena’s popular 58, its distinctive, trawler-style lines are from Argentinian designer Germán Frers. With more interior space than a typical 48-footer, the yacht offers three staterooms—plus a crew cabin—a spacious, light-filled salon, a large cockpit, an oversized flybridge, and a vast forward social area. Take your pick from twin 550 hp Cummins QSB, or 670 hp Volvo D11 turbo diesels. Or the builder is also offering hybrid power with twin 285 hp electric motors charged up by variable-speed generators that are good for a 30-mile battery-only range.

Feadship ‘Olympus’

open 60 yacht

Picture purchasing a classic 180-foot Feadship superyacht, and then getting a $10 million bill for a major refit. That was the case with Olympus , built by the Dutch masters at Feadship in 1996 to a design by Britain’s Andrew Winch and the celebrated naval architect Frits De Voogt. Sold in 2022, the new owner sent it to the Monaco Marine refit center in La Ciotat, France for a major makeover. It included overhauling the 2,600 hp Caterpillar engines and generators, repairs to the structure, substantial upgrades to the guest areas and crew quarters, and new paint throughout. With the work completed just last year, the vessel is said to be in mint condition. Offered jointly by brokers Fraser and Edmiston, Olympus has an asking price of $28.5 million. With accommodations for 16 guests in eight cabins, the boat’s highlights include two primary suites, tropical-spec air conditioning, and Palm Beach-chic decor.

Benetti ‘Triumph’

open 60 yacht

Italian yachting powerhouse Benetti is showing off its superyacht-building skills with the 213-foot Triumph . Delivered in 2021, this Giorgio M. Cassetta-designed steel-and-aluminum world girder features six decks, a 1,400-square-foot primary suite with outdoor terrace and adjoining lounge, a 750-square-foot beach club, and a touch-and-go helipad. What sets Triumph apart, however, is its lavish interior furnishings put together by the owner along with Benetti Interior Style and Monaco-based Green & Mingarelli Design. It includes pieces by French glassmaker Lalique, marble from Marfil, Statuario and Armani, furs, silk and wool carpets, plus a collection of cool black-and-white wildlife photographs by British fine art photographer David Yarrow. The pièce de résistance? That would be the owner’s Triumph Bonneville motorcycle displayed in the salon.

Fjord 39 XP/XL

open 60 yacht

Germany’s Fjord Yachts, part of the Hanse Group, has a new 39-foot day boat that it’s unveiling at the Palm Beach show. The 39 XP and XL keep all the bold design cues of the bigger Fjord 41 XP and XL, like a big, open cockpit, walkaround center console, vertical bow, mile-high windshield and stretched hardtop. As for the differences between the XP and XL, it’s all about power. The XL comes with a choice of twin 320hp Volvo D4 diesels, or bigger 440 hp D6 versions, both with Volvo stern drives. Likely more appealing to U.S. buyers will be the XP powered by twin 400 hp Mercury Verado V10 outboards giving a 50-knot top speed. Pricing starts at around $500,000.

Turquoise ‘Talisman C’

open 60 yacht

Chandeliers don’t come more dramatic than this. Cascading down the central spiral staircase of the Turkish-built, 231-foot superyacht Talisman C , this jaw-dropping piece of art comprises an array of multi-colored glass balls threaded on stainless-steel rods and illuminated by hanging fiber-optic strands. It’s the creation of Prague-based Crystal Caviar and is one of a number of glass installations on this sleek, low-profile superyacht. Built in 2011 by the Proteksan Turquoise shipyard, Talisman C was designed inside and out by London-based studio H2 Yacht Design, with naval architecture by Italy’s Hydro Tec. With cabins for 12 guests, one of its highlights is a huge primary suite, which boasts more crystal chandeliers and a private library. Twin 2,447 hp Caterpillar diesels give a top speed of 18 knots and a transatlantic range of 7,000 nautical miles at 12 knots. It’s listed with Burgess for $59.9 million. 

Sanlorenzo 44 ‘Kamakasa’

open 60 yacht

Delivered in 2020 and sold to a new buyer just last August, the 146-foot Sanlorenzo 44 Alloy Kamakasa will be for sale at PBIBS. The asking price, through the Italian Yacht Group, is $23.75 million. Lack of use might also be the issue here; the yacht’s twin 2,600 hp MTU V16 diesels have a mere 289 hours on the clock. Built in aluminum to a design by Rome-based Zuccon International Project, Kamakasa was the second hull in the Sanlorenzo 44 Alloy series. One of the top features is a primary suite that spans three levels and almost 1,600 square feet; it also comes with a private Jacuzzi, separate bathrooms, a walk-in closet, and a private study. The yacht’s lightweight construction and MTU power combine to deliver an impressive 20-knot top speed.

Bahama 41 GT2

open 60 yacht

As ultimate, reel-’em-in, fishing center consoles go, the Bahama 41 from West Palm Beach-based Bahama Boat Works is as hard-core as they come. But when owners kept asking for a little more comfort for the family, the builder responded. The result is the brand-new flagship 41 GT debuting at PBIBS. While the proven, wave-slicing hull stays the same, the cockpit layout is new. In place of the single bench seat, there are now three-across bucket seats with a second row behind. The wider console now has space for a pair of 22-inch Garmin screens, while the new extended hardtop features sun shades and even a rain shower. Outboard choices stay the same with either twin Mercury V12 600s, or four 400 hp Mercury V10s, good for a 65-knot-plus top speed. Pricing is from around $920,000.

Heesen ‘Book Ends’

open 60 yacht

Launched in 2022, this 164-foot Heesen is part of the Book Ends collection, owned by an American couple who have had more than 18 yachts with the same name. The exterior design of this Heesen was by Omega Architects, while Dutch studio Van Oossanen did the naval architecture. The yacht is part of Heesen’s fast cruising series, which is more efficient than other vessels its size, and can reach 23 knots at full speed with its MTU 16V 4000 M65L engines. The yacht is listed through Ocean Independence for 42 million Euro, or about $45.7 million.

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City of Spartanburg and PAL partner up to open access to Duncan Park Lake

open 60 yacht

The City of Spartanburg and Play Advocate & Live Well are partnering to make Duncan Park Lake more accessible.

The 102-acre property contains 60 acres of wooded area, a 14-acre, manmade lake, and utilities for community activities such as an amphitheater, tennis and basketball courts, and the historical Duncan Park Stadium.

For the past 60 years, park visitors have been prohibited from using boats in the lake. In June, the park will allow visitors to operate non-motorized boats, such as canoes and kayaks.

"It was a part of the plan since 2022," said Christopher George, the city's communications manager. "We received a federal grant to help lead the community and better utilize Duncan Park. It's our largest park and there haven't been many ways to enjoy it."

Additional upgrades include a dock, parking lots to access the lake, removing invasive species, improving trails, and a station where visitors can rent kayaks.

"One issue we heard from the community is that they would like to enjoy the lake," George said. "It was a priority in the beginning. It'll be nice for people to actually use the lake."

Joanna Johnson covers community news for the Herald-Journal. Reach her via email at [email protected] .

IMAGES

  1. Open 60 Ex IMOCA For Sale : Owen Clarke Design

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  2. IMOCA Open 60 : Owen Clarke Design

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  3. New Open 60 racing Yacht November 12, 2011

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  4. Open 60 Ex IMOCA For Sale : Owen Clarke Design

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  5. 60-metre yacht concept by Newcruise

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  6. Solo Sailing an IMOCA 60 Racing Yacht

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VIDEO

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  2. Yacht Mate in Action: Setting Sail on a Sea of Excellence! 🛥️🌊 #YachtMateExcellence #SeasideProfes

  3. super yacht

  4. $68 million super yacht

  5. The Beast 🤯😎 #BeringYacht

  6. Biggest #yacht by Tiara EX 60 #boatlife #shorts

COMMENTS

  1. IMOCA 60

    The IMOCA ("Open 60"), is a 60ft (18.288 m) development class monohull sailing yacht governed by the International Monohull Open Class Association (IMOCA). The class pinnacle event are single or two person ocean races, such as the Route du Rhum and the Vendée Globe and this has been intimately linked to design development within the class. The class is recognised by World Sailing.

  2. Cruising in an Open 60 Racer

    Cruising in an Open 60 Racer. The author at the helm of her unconventional new cruising boat. An ex-Vendée Globe racer is an unusual choice as a world cruiser, so why was it ours? Although we already both owned a pair of production boats, my partner, Timo, and I were searching for something to spice up our cruising life.

  3. Imoca open 60 for sale

    Imoca open 60 for sale on DailyBoats.com are listed for a range of prices, valued from $5,725 on the more basic models to $1,219,417 for the most expensive. The boats can differ in size from 18.25 m to 18.29 m. The oldest one built in 1989 year. This page features IMOCA Open 60, IMOCA and Multiplast boats located in countries: United Kingdom ...

  4. OPEN 60' IMOCA-1996

    OPEN 60' IMOCA Year 1996. OPEN 60' IMOCA. Designed and built by Hungarian yachtsman Nandor Fa for the 1996-1997 Vendée Globe, Raphaël Dinelli acquired this 60ft offshore racing sloop in 1999 and refitted her to comply with the 2000-2001 rating rules. He has since raced her in all subsequent editions of the Vendée Globe.

  5. Extraordinary Boats: the new 11th Hour Racing IMOCA 60

    The 11th Hour Racing IMOCA 60, Malãma, is the first to be launched with fully crewed racing in mind. Rupert Holmes takes a look at the boat to see how she differs from the rest of the IMOCA fleet ...

  6. FYD

    DESIGN 826: NEXT GENERATION IMOCA OPEN 60. Farr Yacht Design presents Design 826, a revolutionary new IMOCA 60 design that has been developed from a clean sheet of paper for the next era of offshore sailing. This design builds upon our extensive experience in IMOCA 60 design and leverages much of our ongoing Vendee Globe IMOCA 2020 concept ...

  7. Ocean Racer Turned Family Cruiser

    The boat, christened Jarkan Yacht Builders, came in at just under 60 feet, with a 9.5-foot draft and enough positive stability to right itself from a deep knockdown. At the time, at least in the Open 60 realm, it was a conventional design, with a fixed bulb keel, a single rudder, 30,000-pound displacement, and about 10,000 pounds of water ...

  8. 2008 IMOCA Open 60 IMOCA Racer for sale

    More yachts from WHITECAP. 2008 IMOCA Open 60 IMOCA. £200,000 (US$254,376) Southampton, Hampshire. WHITECAP. More from this Broker Visit Website.

  9. IMOCA Open 60

    IMOCA Open 60. Owen Clarke design are one of the world's leading companies of yacht designers and naval architects. We specialise in the design and naval architecture of high performance racing sailboats; particularly canting keel and foiling racing monohulls such as IMOCA Open 60s, of which we have designed eight boats for the Vendee Globe. We ...

  10. Boatworks: Rebuilding the Open 60 Duracell

    Janni and Matt on the bow of Duracell, the Open 60 they are rehabbing. You might think that watching invasive surgery on a dated fiberglass sailboat week in and week out would be just about the last thing to draw people's devoted attention. But Matt Steverson, 38, and Janneke Petersen, 36, who are rebuilding the Open 60 Duracell, are proving ...

  11. Solo Sailing an IMOCA 60 Racing Yacht

    A sailor must use the full strength of his body to bring them in. Everything is huge with an IMOCA 60. Requires so much energy and strength. Even just bringing a sail on deck is an extremely tiring and difficult task, requiring three people to wrestle one up on deck for example. Alternatively when sailing solo, you would have to winch the sails ...

  12. Custom Imoca 60 boats for sale

    2014 Custom PUAGER CARBON IMOCA 60. US$925,309. US $7,241/mo. Ocean Racing Brokerage | LES SABLES D'OLONNE, 85 - Vendée. <. 1. >. * Price displayed is based on today's currency conversion rate of the listed sales price. Boats Group does not guarantee the accuracy of conversion rates and rates may differ than those provided by financial ...

  13. New IMOCA Open 60 unveiled

    Artemis Ocean Racing II, the new all-British designed, built and sponsored hi-spec IMOCA Open 60 racing yacht, was officially unveiled at Ocean Village, Southampton yesterday.

  14. 60 Open

    All the comforts for an onboard enviable quality of life. DECK LAYOUTS. TECHNICAL SPECIFICATIONS. Description. Data. Length overall: 18,29 m / 60'. Water line length: 16,23 m / 53'24".

  15. New and used IMOCA 60 boats for sale

    IMOCA 60 ONE PLANET ONE OCEAN - EX KINGFISHER. Spain. POA. Tax not paid / excluded. 2000 | 18.28m | Sail. All boats from Cruiser Racer. Contact Seller. Search all our new or used IMOCA 60 for sale. We have IMOCA 60 brokers and sellers from around the world at great prices.

  16. Yacht Review: Delta 60 Open

    The 60 Open, at a tick over 60 feet (18.3 meters), is the newest addition to the all-carbon-fiber lineup from Delta Powerboats. The builder calls the 60 "the ultimate day boat.". It is inspired by the same Scandinavian design that runs throughout its models from 24 to 84 feet (7.3 to 25.6 meters). Kalle Wessel, sales manager and founder of ...

  17. A Long-Distance Cruiser: the Krogen 60 Open

    Kadey-Krogen 60 Open: The Genesis of a Long-Distance Cruiser. Although the technology has changed immensely in nearly five decades, the foundational principles on which Kadey-Krogen Yachts was built remain relevant today. We define these tenets from our inception to the newest Krogen model. This rendering shows our classic lines reimagined in ...

  18. Racing Yacht Sales

    FOR SALE. 9.9m J/99. J Boats. Launch: 2020. Lying: Malta. €180,000 Ex VAT. FOR SALE. We are an international sailboat broker with specialist experience in the design, operation and brokerage of maxi, super maxi and IMOCA Open 60 racing yachts. We have sold and list yachts worldwide, although the majority of the boats we have for sale are in ...

  19. IMOCA

    IMOCA Class votes against T-rudders and approves on-going work on reducing emissions. With just over a week to go to the start of the Transat Jacques Vabre Normandie Le Havre, the IMOCA Class has re-affirmed its ban on introducing T-foils on its boat's rudders, and voted overwhelmingly in favour of introd….

  20. Custom Open 60 boats for sale

    Find Custom Open 60 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Custom boats to choose from. ... 1992 Custom Mag France Open 60' US$423,314. ↓ Price Drop. AYC International Yachtbrokers | LA ROCHE SUR YON, 29 - Finistère.

  21. Open 60: buy used sailboat

    Buy Open 60 - equipment regatta boat - sailboat for sale Navigation GPS, radar Other information 2018 - major refit worth 400 K EUR: • New stainless-steel keel, • New rudder, • Etc. close selection. Contact-Open 60 - info without obligation - regatta boat. pf-5855.

  22. Open 60 for sale

    Year. Open 60 for sale on DailyBoats.com are listed for a range of prices, valued from $5,725 on the more basic models to $1,711,616 for the most expensive. The boats can differ in size from 4.54 m to 22.25 m. The oldest one built in 1986 year. This page features Dubois, Unknown, Custom, CDK Technologies, Maxi, Solaris Power, Cdk Technolgies ...

  23. Solaris Power Open 60 boats for sale

    New Solaris Power Open 60 6 listings. Find Solaris Power Open 60 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Solaris Power boats to choose from.

  24. The 10 Best Yachts at the 2024 Palm Beach International Boat Show

    There are 60 yachts over 100 feet at this year's show. The number of quality yachts bodes well for the show in Florida's wealth capital. ... like a big, open cockpit, walkaround center console ...

  25. City of Spartanburg and PAL partner up to open access to Duncan Park Lake

    For the past 60 years, park visitors have been prohibited from using boats in the lake. In June, the park will allow visitors to operate non-motorized boats, such as canoes and kayaks.