2 man yacht

• Yachting World
• Digital Edition

The rise and rise of double-handed racing

• August 17, 2021

Double-handed racing has been the stand-out success story of recent years. James Boyd finds out why it’s so popular

If ever the stars aligned to see a sport’s popularity grow exponentially, they did so for the recent story of double-handed racing offshore.

Societal changes, a brief hint of a future Olympic Games role, and even social distancing all conspired to make double-handed racing a phenomenon. Add in a high level of competition, plus the increasing availability of purpose-designed yachts, and the growth in the double-handed scene has been explosive.

One of the most surprising developments of the last decade is just how competitive double-handed offshore racers have become against fully crewed boats.

Pascal and Alexis Loisin won the 2013 Rolex Fastnet overall in their JPK 10.10 Night and Day. Photo: Kurt Arrigo

Nowhere was this better demonstrated than in the 2013 Rolex Fastnet Race when Cherbourg surgeon Pascal Loison and his pro-sailor Figarist son Alexis, sailing their JPK 10.10 Night And Day , won not only the race’s Two-Handed class and the hotly contested IRC 3 class, but also the race outright on IRC against a giant field of 294 boats. Among their opponents were 249 fully crewed boats featuring several top international campaigns.

Double-handed competition in the Fastnet has now reached the stage where IRC 3 is entirely dominated by double-handers, with nine of the top 10 spots in 2019 occupied by two-man crews in the Royal Ocean Racing Club’s biennial offshore.

The class was again topped by Alexis Loison, then sailing with Jean Pierre Kelbert aboard the French boatbuilder’s own JPK 10.30 Léon .

But the most telling statistics from the Rolex Fastnet Race show how massively double-handed offshore racing has grown in popularity. An IRC Two-Handed class was first introduced to the Rolex Fastnet Race in 2005 when it had 20 entries. This grew to 36 in 2011, then to the last race when there were 64.

At the time of writing no fewer than 91 two-man crews were entered in IRC Two-Handed for the 2021 edition of the race, contributing to the event’s record-sized fleet of 450-plus boats.

From small beginnings

So, how has this come about? Double-handed offshore racing has a longer history than its recent boom might suggest. It was created in the UK during the 1960s and 1970s by visionaries such as Cockleshell Heroes leader Blondie Hasler, born out of a pioneering spirit and a demand for adventure following the end of World War II.

Cockleshell Heroes leader Blondie Hasler (left). Photo: Ajax News/Alamy

Hasler encouraged the Royal Western Yacht Club in Plymouth to run the first Observer Single-handed Transatlantic Race (OSTAR) in 1960, which by 1976 had become a monster event with 125 boats. But equally stirring the imagination were the RWYC’s double-handed events, and Hasler spurred the club to run the first double-handed Round Britain and Ireland in 1966 with four stops: Crosshaven, Ireland; Castle Bay, Barra in the Outer Hebrides; Lerwick, Shetland; and Harwich (subsequently replaced by Lowestoft).

The inaugural event was won by Derek Kelsall and Martin Minter-Kemp aboard the trimaran Toria, inadvertently also demonstrating the early potential of multihulls for offshore racing.

The TwoSTAR was later created as the double-handed version of the OSTAR, running from Plymouth to Newport, Rhode Island, and first held in 1981.

However, thanks largely to the notoriety of Eric Tabarly, the OSTAR winner in both 1964 and 1976, French race organisers spectacularly – and in the most magnificently successful way – hijacked both the sporting and business elements of short-handed offshore racing.

On the single-handed side this kicked off with the Route du Rhum in 1978 and the Vendée Globe in 1989, but there were also significant double-handed events such as the Transat en Double (first run in 1979) and the Transat Jacques Vabre , held biennially since 1993.

Apivia, IMOCA 60 sailing double-handed in the 2021 Rolex Fastnet Race

Nowadays, top level double-handed offshore racing takes place in France across all the pro fleets from the IMOCA s, to the Figaro class (notably with their Transat AG2R transatlantic race), to the Class 40 (Normandy Channel Race and Les Sables-Horta-Les Sables) and a multitude of events in the Classe Mini.

Today the Royal Western Yacht Club’s short-handed events still take place on the same great courses, but are purely Corinthian. Meanwhile, over the last 20 years in the UK the amateur side of double-handed offshore racing has been growing steadily and organically.

Whereas once it was broadly acceptable to leave work on a Friday lunchtime and not return until the following Monday afternoon, weather beaten and full of rum and tall tales, this is no longer the case.

Today’s ‘time poor’ society has resulted in owners of race boats finding it ever harder to muster committed, reliable crew. Racing double-handed provides a neat solution: fewer crew to organise and pay for and a smaller, cheaper boat to campaign.

Rob Craigie and Deb Fish race the Sun Fast 3600 Bellino. Photo: Paul Wyeth

Rob Craigie and Deb Fish, who race the Sun Fast 3600 Bellino , began racing two-up together in 2012 and are among the UK’s best Corinthian double-handers. Both previously raced fully crewed, and have even tried single-handed, but settled on racing as a team of two.

The main attraction, said Fish, is the challenge: “You run out of them fully crewed – I’d done the Fastnet, done transatlantics on the ARC a couple of times fully crewed, and the deliveries back. Double-handed is good, because you have to do everything and you are always busy.”

Craigie agreed: “You are very much more involved with the boat. Fully crewed, you are usually sitting on the rail, you aren’t involved, which is a bit dull.”

Over the last two decades, racing for the likes of the Bellino crew has been supported in the Solent by clubs like the RORC, the Royal Southampton and JOG, which have either laid on specific series for double-handers or allowed them to race alongside their fully crewed fleets.

The pattern is repeating worldwide – Rhode Island, San Francisco and the Great Lakes in the US have thriving double-handed communities, and the cancelled 2020 Rolex Sydney-Hobart Race was set to be the first to include a double-handed division.

The medal draw

More recent developments helped an already growing sector of the sport turn supernova. In 2019 mixed offshore double-handed racing was mooted for inclusion in the Paris 2024 Olympic Games , and proposed to the International Olympic Committee by World Sailing.

Kevin Rawlings and Stuart Childerley took 2nd place in the RORC Two-Handed Series with Aries. Photo: Rick Tomlinson

During the event selection process, which is notorious for its politics and power-mongering, it was rejected earlier this month by the IOC in favour of an additional formula kiteboarding medal. It is a huge shame that France, the world’s top nation for short-handed offshore racing won’t host an Olympic event that could engage a vast number of its sailing fans.

Nonetheless even the possibility of double-handed offshore racing becoming an Olympic sport enticed a whole crop of top flight international sailors to move into the fleet.

Titans of our sport such as Ken Read in the USA, Shirley Robertson and Dee Caffari in the UK, and Nick Moloney and Adrienne Cahalan in Australia have all got involved. It has also caused yacht clubs across the globe to start supporting double-handed racing with class events.

Many clubs were further encouraged to increase their support of short-handed racing due to the pandemic. For example, in the UK, due to social distancing restrictions, double-handed racing was the first non-elite aspect of competitive sailing to recover after last spring’s lock-down. Even without the Olympic factor, double-handed racing looks set to continue expanding.

Dee Caffari says she was initially encouraging members of her Turn the Tide on Plastic Volvo Ocean Race crew to consider the new Olympic discipline before deciding to give it a go herself.

The opportunity was spurred when she was contacted by a young sailor, James Harayda, who was taking delivery of a new Sun Fast 3300 Gentoo . During 2020 this led to the duo representing the UK at the EUROSAF Mixed Offshore European Championship, where they didn’t do well, but followed this up with a 2nd place in the Drheam Cup in France, and winning the RORC-organised IRC Two-Handed Nationals. This year they are entered in the Rolex Fastnet Race.

“The focus was generated by its Olympic potential, but actually I have found it is a really competitive class of racing that has been really good fun to sail, and I have just really enjoyed regular racing,” said Caffari, who raced double-handed in the IMOCA class in two Transat Jacques Vabres and a Barcelona World Race.

Dee Caffari is loving sailing double-handed with James Harayda in the Sun Fast 3300 Gentoo. Photo: Paul Wyeth

The principal differences between the double-handed racing she has done aboard her IMOCA and in Gentoo are scale-related.

Transatlantic on an IMOCA, racing is more about chasing weather systems, whereas on Gentoo the much shorter courses are more about boat-on-boat tactics and tidal decisions. A 32-footer is vastly more manageable than even a purpose-built IMOCA, but the racing in what is effectively a one design fleet, is far more intense, with much less use of the autopilot.

Caffari explained: “Everything is loaded really well, it is manageable and within reach and there’s nothing that’s too difficult to get out of. It’s all just about getting the procedures so that you know what is required – what wind strength you need to dial down in before you can drop the kite, or ‘in this wind strength I know I can gather it in myself’.”

New double-handed racing tools

Part of the beauty of double-handed racing is that many owners compete on the boat they already have. However, as double-handed racing under IRC has risen in popularity, manufacturers – particularly those in France – have responded with new designs specifically optimised for short-handed racing.

They notably include Jeanneau , with its Sun Fast range, and JPK . Both have created boats that IRC smiles upon; such as the Loison’s 2013 Rolex Fastnet Race winning JPK 10.10. In 2015 Géry Trentesaux’s won the Fastnet outright aboard a JPK 10.80, which can be configured for racing fully crewed or short-handed.

Nigel Colley heads the UK Jeanneau dealership Sea Ventures, and is a keen short-handed sailor himself. Few have observed the development of these boats as closely. “It started with the J/105, which is still an excellent short-handed boat, but then the JPK and Sun Fasts came along. They don’t race as one designs but they can race on a level-ish playing field under IRC.”

For Jeanneau the breakthrough boat was the Sun Fast 3200 launched in 2008. This was purpose-designed for the French Transquadra race, a transatlantic race for amateur over 40-year-olds. “They didn’t make it extreme – it could have been lighter with a taller mast but they ended up with a boat that was perfect for double-handed and short-handed racing, which was manageable with a competitive IRC rating,” says Colley.

The Dehler 30, one of the new generation of double-handed favourites.

The genre has evolved further with the more recent Sun Fast 3300 and JPK 1030, as well as the J/99 and Dehler 30 . A key factor in their being tailored to short-handing is their inherent stability, gained from hull form and water ballast, allowing them to carry sail without having to reef too often.

According to Colley they have high ballast ratios of 40%, while water ballast is modest, 200 litres on the Sun Fast 3300 for example, or “the same as having three people sitting on the side of the boat.”

That French IRC designs are leading the way in this offshore sector should come as no surprise given the huge amount of development that takes place in offshore classes across the Proto Minis and Class 40s up to the IMOCAs.

Over past decades this has prompted the development of everything from roller furling systems, self-tailing winches and autopilots to twin rudders, and even the evolution of cockpit layouts with all lines from the foredeck and mast led aft to the cockpit.

The slightly scow-bowed Jeanneau Sunfast 3300. Photo: Jean-Marie Liot

Another visible influence is the highly effective (but to some eyes rather ugly) scow bows we are more used to seeing on modern grand prix race boats are now adopted by IRC 30-footers.

Sails for short-handed racing have been refined so, instead of having a giant wardrobe spanning the entire range of wind speeds and points of sail, fewer sails can be carried to cover a wider range, including jibs and even spinnakers that can be reefed, to minimise time consuming and potentially risky sail changes.

As boats and their gear are getting lighter they are in turn less loaded. A Sun Fast 3300 weighs 3,500kg compared to the volumetrically smaller Sigma 33 at 4,100kg. The new designs are also much more inclined to plane, rather than ‘dig themselves a hole in the water’, helping to keep loads light.

Upping the level

While the hardware is improving so are the sailors. When it comes to training for offshore racing the Pôle Finistere Course au Large in Port la Forêt has been considered the best in the world for decades, initially for Figaro sailors but now across all the major offshore fleets. Similar centres have started up across France, with training now extending even into the IRC classes.

With the prospect of double-handing going Olympic training for the discipline greatly improved in the UK too, supported by both the RYA and the RORC. Tornado Olympic sailor turned coach Hugh Styles has been brought in to help. He provides weather information and analysis pre-race and post-race debriefs.

While in Port la Forêt this might take the form of classroom sessions, in the modern locked-down era Zoom debriefing and training sessions have proved just as effective, and in fact work especially well with the double-handed fleet spread across the Solent. It is not only the aspirant Olympians who’ve been keying into this, but all levels.

Double-handed offshore racing in the UK has also benefitted from getting ‘organised’. Leading this is former Artemis Offshore Academy star turned Volvo Ocean Race sailor Henry Bomby , who has been racing with double Olympic gold medallist Shirley Robertson.

Henry Bomby and Shirley Robertson double-handing on the Sun Fast 3300 Fastrak XII. Photo: Tim Butt/Vertigo Films

He has led the formation of the UK Double-handed Offshore Series, which comprises the leading RORC races and Round the Island Race in the build-up to this year’s Rolex Fastnet. The Series is for boats with an IRC TCC of between 0.990 and 1.055, which covers most of the double-handed fleet.

The group behind it includes Bomby; Stuart Childerley, a former Olympian, Etchells World Champion and world class race officer; plus 19-year-old Ellie Driver and Corinthian sailor Kate Cope; thus a broad range of double-handed offshore racers are represented. Expecting to get a handful of boats signing up to their Series, much to their surprise 29 boats pitched up to their first event in early May.

While the 2021 UK season is fully domestic due to the pandemic and Brexit, Bomby hopes to include French events in the future such as Spi Ouest-France or the Drheam Cup, thereby in turn encouraging more French boats to participate in the UK. Colley also believes that in future there will be more short-handed racing internationally under ORC.

Bomby is particularly keen to push the encouragement of youth sailing. Great existing initiatives include Gavin Howe, owner of the J/88 Tigris , lending his boat to an under-25 year old crew to use. “The best model is an owner who pays for the boat and a young guy or girl who puts the boat in the water, trains with them on Friday, races at the weekend and does it again the next week,” says Bomby.

The double-handed fleet now offers the closest offshore racing in the UK. Bomby points out: “This is not the Figaro, but it is close enough that when you’re sailing away from a boat which is the same as yours you know you are going pretty well.” Especially if it has the likes of Shirley Robertson or Stuart Childerley on the helm.

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

• THE PRINCESS PASSPORT
• Email Newsletter
• Yacht Walkthroughs
• Destinations
• Electronics
• Boating Safety

No Crew Required

• By Chris Caswell
• Updated: June 18, 2009

ytgjun09cy2525.jpg

A growing number of yachts are being operated “short-handed,” the nautical term for a voyage with fewer than the usual number of crew members. In the yachting world, it was not long ago that owning a 70-footer meant having a dedicated captain and at least one crew member.

Today, however, there are a growing number of yachts in the 60- to 80-foot range being handled by husband-and-wife teams. And this isn’t just weekend marina-hopping, either, but voyages that stretch the lengths of continents and span oceans.

John and Linda Langan who, in 16 months, have ranged from Alaska to Mexico and are currently in the Caribbean aboard their Nordhavn 47, are now accustomed to short-handed cruising. “At first it was daunting, now it’s no big thing,” they happily report.

A multitude of factors have not only made this possible, but desirable. Modern technology has provided warping winches that can turn a 100-pound woman into Arnold Schwarzenegger when it comes to handling dock lines, while bow and stern thrusters make docking easier. There are more young couples acquiring larger yachts these days, yet not really wanting paid crew. And at the other end, there are “empty-nesters,” who want to be able to take out family or friends occasionally, yet still remain independent.

Regardless of the reasons, boatbuilders are seizing on this new market, creating fleets of yachts aimed at short-handed cruisers. We talked to a number of owner-operators, as well as boatbuilders, to gather some of the hard-won tips and techniques that make short-handed cruising possible. Here’s a look at what we learned.

Pick the Right Yacht

The design features needed for short-handed cruising are a matter of common sense. One of the keys to simplified boat-handling, according to one skipper, is the ability to “be everywhere at once.”

This means you need wide side decks that allow you to move easily from bow to stern, with bulwarks or rails high enough to make movement underway safe. It requires having doors on each side of a pilothouse so the skipper can step out to lend a hand quickly. Look for flying bridge stairs that are conveniently located and safe in all conditions. Inside, a pilot berth or convertible settee might be a good idea, so a second person is close at hand during night passages.

Outfit the Yacht

Once you’ve chosen the yacht, you need to outfit it with short-handing in mind, which generally falls into two categories: Extra power and simplicity.

Docking is always the biggest concern for a husband-and-wife team, but several modern conveniences turn this into a “no worries” area. First, bow and stern thrusters allow the skipper to place the yacht precisely against a dock. Second, warping winches on the stern allow one person to easily move a 40-ton yacht. Third, remote helm controls put the skipper where he can see everything, as well as lend a hand as needed. And last (but certainly not least!), the dawn of Zeus or IPS drive power allows joystick control that can pivot the yacht in any direction and even hold station effortlessly.

For Barry and Alice Allred, the bow and stern thrusters aboard their Outer Reef 65, Risky Business, are a godsend. “Choosing hydraulic progressive Trac thrusters was our wisest investment,” says Barry. “I can place the boat against the dock and then hold it there indefinitely while I help with the docklines.” Progressive thrusters can be left in the thrusting position and, being hydraulic, can be used continuously because they don’t have overheating issues.

Warping winches were named as one of the most popular options by boatbuilders, and several owners noted that using them meant they could easily muscle in a spring line-even against wind and current. They also allow the positioning of the yacht to be done from on board, rather than relying on dock helpers. Lydia Biggie, who has cruised the length of the Eastern Seaboard with her husband, John, aboard their Outer Reef 73, SeeYa, always passes the eye of the dockline ashore, so she can control the length from on board.

The ability of the skipper to operate the engines and thrusters from locations other than the helm was also mentioned as very important by short-handed crews. Options include wing controls hidden in a bulwark outside the pilothouse or on the afterdeck, as well as corded control boxes that can be plugged in at various locations around the yacht. Aboard Risky Business, for example, plug locations include the bow (for anchoring), the stern, and both sides of the bridge.

Ample and properly sized fenders were mentioned as valuable to short-handers, because they protect the yacht until all the lines are secured. Several skippers mentioned that they have premarked fender lines, so they can be secured at a set height before being hung over the side. This is particularly important with large or heavy fenders being handled by a small person.

Another valuable piece of deck gear that short-handers mentioned is “a really long boathook” which can be used for placing looped docklines over pilings or cleats when there are no helpers ashore.

Prep the Crew

If there was one tip given by absolutely every short-handed couple, it was to talk everything through beforehand. “Plan ahead, and take your time,” says Lydia Biggie. “John and I will discuss the order of lines to be given to the dock help, because sometimes it varies.” Aboard Risky Business, Barry Allred also tells his wife which lines to set first, and she passes these directions to the dock helpers.

Both John Biggie and Barry Allred go a step further in their preparations: “I talk to the dockmaster by VHF beforehand,” says Allred, “to find out the exact slip location, the wind or current at that spot, and what’s around my slip. That way there are no surprises.” Lydia Biggie adds, “We find out at least half an hour beforehand what side of the dock we’ll be on, and if they are floating or stationary. That way I can estimate the height and position of the fenders.”

Just as important as crew preparation are crew communications. John Langan is succinct: “We use duplex two-way hands-free communications, and this is a marriagesaver!” Barry Allred also has several pairs of voice-activated Eartec headsets, adding a third unit so his daughter “could hear what was going on” when she was aboard. “These work fine, even in a breeze,” says Allred, noting that they allow two people to work without being in sight of each other.

Lowering and raising an anchor brings a host of new challenges but, again, modern technology and ingenuity simplify the task for short-handers. Barry Allred has anchor controls on his remote controller and, once plugged in at the bow, can direct the whole process as he watches.

Aboard SeeYa, the Biggies use hand signals to communicate from the bow to the pilothouse. “I look at him and signal and call ‘taking the pin out.’ This is the safety pin that prevents the anchor and chain from going down. Now John knows my hands are clear, and it’s okay to lower the anchor. We have one of those neat ‘chain counters’ so he can raise and lower the anchor from the wheel and know how many feet are out.”

The way the Langans aboard the Nordhavn 47 see it, “You can’t be too rich or too thin or have too many anchors. I use 400 feet of 7/16-inch chain and a 105-pound CQR. We set the CQR on the roller nearing the anchorage so that when we let the windlass out, it goes down by itself and my wife counts the 50-foot paint stripes to the required scope.” John adds, “All this I do from the pilothouse, since the windlass can be operated from there, the flybridge, or the bow.”

For raising the anchor, Lydia Biggie has painted three marks on the chain, but hers are near the anchor. “When I see these marks come out of the water, I take over raising the anchor. I can now do this slowly, make sure the anchor is free of sand, oriented properly and, finally, seated properly. Besides, by the time I take over the anchor, John needs to pay attention to steering the boat.”

When it comes to signaling, the Biggies keep it simple. “I point to where the anchor chain is, port or starboard, so John can use the bow thruster to line up the boat with the chain. I use a circular motion with my arm to indicate ‘keep the anchor coming up,’ and I put my hand up in a ‘stop’ motion to end pulling the anchor in.”

The biggest concern for most short-handers is a man overboard because, with just two people aboard, you only have half a crew to handle a serious crisis.

Most short-handers carry comfortable lifejackets in addition to the U.S. Coast Guard-required PFDs-either in the form of automatic inflatable life vests that don’t constrict movements, or as float coats to wear when weathering colder climates. But many short-handers also admitted that they don’t wear them often enough. “Unless the conditions are really bad,” said one, “we don’t put them on. I know we should, but we’re lazy.”

High bulwarks, double or even triple lifelines, and plenty of rails can create a false sense of security and we’d be remiss if we didn’t recommend that everyone on deck wear a life vest at all times.

Even in the best case scenario, when the MOB is wearing a flotation device, the situation is very dangerous because only one person is left to maneuver the yacht, spot the person in the water, and retrieve the crew. There are a multitude of devices designed to help locate and retrieve a crew member, large or small, from the water, and each has its pros and cons. Some require installations on the yacht, and all should be tested in practice situations with a full crew aboard in calm water. A dark night with your spouse in the water is no time to start reading the instructions.

The most popular MOB device for powerboats is the Lifesling, which comes in several variations but is basically a horseshoe- shaped collar that is thrown to the victim or towed behind the yacht so it can be reached without swimming for it.

It provides buoyancy as well as a secure attachment to the yacht and, when combined with lifting tackle on board, allows a smaller person to hoist a heavy and watersoaked victim on board.

Several short-handers that were interviewed have a basic rule: No one ever goes on deck without being watched. And one added that, when voyaging, they always bring the yacht to a complete stop before a crew member goes on deck.

Barry Allred uses a video camera that covers all the action on the afterdeck. “With that, one of us can be in the pilothouse and still keep an eye on the other if we’re rigging lines or fenders.”

Short-handed cruising a largish yacht may seem intimidating or even scary at first but, with a well-chosen yacht and the right equipment and practice, it can be a grand adventure.

“I wasn’t sure the two of us could do it,” says Barry Allred. “I was wrong…it’s great!”

• More: Boat Ownership , Yachts
• More Yachts

Tommaso Spadolini, Patrone Moreno Collaborate on Patrone 45

Sunseeker 100 Yacht Reviewed

CRN’s Project Thunderball Begins Fit-Out

The Boundary Breaking wallywhy100

For Sale: 2002 Sunseeker 64 Manhattan

For Sale: 2013 Cabo 36 Express

For Sale: Recently-Refit Hargrave 90 Enclosed Bridge

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

10 Best Small Sailboats (Under 20 Feet)

Last Updated by

Daniel Wade

December 28, 2023

Compact, easy to trailer, simple to rig, easy to maintain and manage, and affordable, the best small boats all have one thing in common: they offer loads of fun while out there on the water.

So whether you're on a budget or just looking for something that can offer ultimate daytime rides without compromising on safety, aesthetic sensibilities, alternate propulsion, and speed, the best small sailboats under 20 feet should be the only way to go.

Let's be brutally honest here; not everyone needs a 30-foot sailboat to go sailing. They come with lots of features such as electronics, entertainment, refrigeration, bunks, a galley, and even a head. But do you really need all these features to go sailing? We don't think so.

All you need to go sailing is a hull, a mast, rudder, and, of course, a sail. And whether you refer to them as daysailers, trailerable sailboats , a weekender sailboat, or pocket cruisers, there's no better way to enjoy the thrills of coastal sailing than on small sailboats.

There are a wide range of small boats measuring less than 20 feet available in the market. These are hot products in the market given that they offer immense thrills out on the sea without the commitment required to cruise on a 30-footer. A small sailboat will not only give you the feel of every breeze but will also give you the chance to instantly sense every change in trim.

In this article, we'll highlight 10 best small sailboats under 20 feet . Most models in this list are time-tested, easy to rig, simple to sail, extremely fun, and perfect either for solo sailing or for sailing with friends and family. So if you've been looking for a list of some of the best small sailboats , you've come to the right place.

So without further ado, let's roll on.

Table of contents

{{boat-info="/boats/hunter-15"}}

The Marlow-Hunter 15 is not only easy to own since it's one of the most affordable small sailboats but also lots of fun to sail. This is a safe and versatile sailboat for everyone. Whether you're sailing with your family or as a greenhorn, you'll love the Hunter 15 thanks to its raised boom, high freeboard, and sturdy FRP construction.

With high sides, a comfortable wide beam, a contoured self-bailing cockpit, and fiberglass construction, the Hunter 15 is certainly designed with the novice sailor in mind. This is why you can do a lot with this boat without falling out, breaking it, or capsizing. Its contoured self-baiting cockpit will enable you to find a fast exit while its wide beam will keep it steady and stable no matter what jibes or weight shifts happen along the way.

This is a small sailboat that can hold up to four people. It's designed to give you a confident feeling and peace of mind even when sailing with kids. It's easy to trailer, easy to rig, and easy to launch. With a price tag of about $10k, the Hunter 15 is a fun, affordable, and versatile boat that is perfect for both seasoned sailors and novices. It's a low-maintenance sailboat that can be great for teaching kids a thing or two about sailing.

Catalina 16.5

{{boat-info="/boats/catalina-16-5"}}

Catalina Yachts are synonymous with bigger boats but they have some great and smaller boats too such as Catalina 16.5. This is one of the best small sailboats that are ideal for family outings given that it has a big and roomy cockpit, as well as a large storage locker. Designed with a hand-laminated fiberglass sloop, the Catalina 16.5 is versatile and is available in two designs: the centerboard model and the keel model.

The centerboard model is designed with a powerful sailplane that remains balanced as a result of the fiberglass centerboard, the stable hull form, and the rudder. It also comes with a tiller extension, adjustable hiking straps, and adjustable overhaul. It's important to note that these are standard equipment in the two models.

As far as the keel model is concerned, this is designed with a high aspect keel as the cast lead and is attached with stainless steel keel bolts, which makes this model perfect for mooring or docking whenever it's not in use. In essence, the centerboard model is perfect if you'll store it in a trailer while the keel model can remain at the dock.

All in all, the Catalina 16.5 is one of the best small sailboats that you can get your hands on for as low as $10,000. This is certainly a great example of exactly what a daysailer should be.

{{boat-info="/boats/hobie-16"}}

There's no list of small, trailerable, and fun sailboats that can be complete without the inclusion of the classic Hobie 16. This is a durable design that has been around and diligently graced various waters across the globe since its debut way back in 1969 in Southern California. In addition to being durable, the Hobie 16 is trailerable, great for speed, weighs only 320 pounds, great for four people, and more importantly, offers absolute fun.

With a remarkable figure of over 100,000 launched since its debut, it's easy to see that the Hobie 16 is highly popular. Part of this popularity comes from its asymmetric fiberglass-and-foam sandwiched hulls that include kick-up rudders. This is a great feature that allows it to sail up to the beach.

For about $12,000, the Hobie 16 will provide you with endless fun throughout the summer. It's equipped with a spinnaker, trailer, and douse kit. This is a high-speed sailboat that has a large trampoline to offer lots of space not just for your feet but also to hand off the double trapezes.

Montgomery 17

{{boat-info="/boats/montgomery-17"}}

Popularly known as the M-17, The Montgomery 17 was designed by Lyle C. Hess in conjunction with Jerry Montgomery in Ontario, California for Montgomery Boats. Designed either with keel or centerboard models, the M-17 is more stable than most boats of her size. This boat is small enough to be trailered but also capable of doing moderate offshore passages.

This small sailboat is designed with a masthead and toe rail that can fit most foresails. It also has enough space for two thanks to its cuddly cabin, which offers a sitting headroom, a portable toilet, a pair of bunks, a DC power, and optional shore, and a proper amount of storage. That's not all; you can easily raise the deck-stepped mast using a four-part tackle.

In terms of performance, the M-17 is one of the giant-killers out there. This is a small sailboat that will excel in the extremes and make its way past larger boats such as the Catalina 22. It glides along beautifully and is a dog in light air, though it won't sail against a 25-knot wind, which can be frustrating. Other than that, the Montgomery 17 is a great small sailboat that can be yours for about $14,000.

Norseboat 17.5

{{boat-info="/boats/norseboat-17-5"}}

As a versatile daysailer, Norseboat 17.5 follows a simple concept of seaworthiness and high-performance. This small sailboat perfectly combines both contemporary construction and traditional aesthetics. Imagine a sailboat that calls itself the "Swiss Army Knife of Boats!" Well, this is a boat that can sail and row equally well.

Whether you're stepping down from a larger cruiser or stepping up from a sea kayak, the unique Norseboat 17.5 is balanced, attractive, and salty. It has curvaceous wishbone gaff, it is saucy, and has a stubby bow-sprit that makes it attractive to the eyes. In addition to her beauty, the Norseboat 17.5 offers an energy-pinching challenge, is self-sufficient, and offers more than what you're used to.

This is a small, lightweight, low-maintenance sailboat that offers a ticket to both sailing and rowing adventures all at the same time. At about 400 pounds, it's very portable and highly convenient. Its mainsails may look small but you'll be surprised at how the boat is responsive to it. With a $12,500 price tag, this is a good small sailboat that offers you the versatility to either row or sail.

{{boat-info="/boats/sage-marine-sage-17"}}

If you've been looking for a pocket cruiser that inspires confidence, especially in shoal water, look no further than the Sage 17. Designed by Jerry Montgomery in 2009, the Sage 17 is stable and should heel to 10 degrees while stiffening up. And because you want to feel secure while sailing, stability is an integral feature of the Sage 17.

This is a sailboat that will remain solid and stable no matter which part of the boat you stand on. Its cabin roof and the balsa-cored carbon-fiber deck are so strong that the mast doesn't require any form of compression post. The self-draining cockpit is long enough and capable of sleeping at 6 feet 6 inches.

The Sage 17 may be expensive at $25k but is a true sea warrior that's worth look at. This is a boat that will not only serve you right but will also turn heads at the marina.    

{{boat-info="/boats/laserperformance-laser-sb3"}}

Having been chosen as the overall boat of the year for 2008 by the Sailing World Magazine, the Laser SB3 is one of the coolest boats you'll ever encounter. When sailing upwind, this boat will lock into the groove while its absolute simplicity is legendary. In terms of downwind sailing, having this boat will be a dream come true while it remains incredibly stable even at extraordinary speed.

Since its debut in 2004, the Laser SB3 has surged in terms of popularity thanks to the fact that it's designed to put all the controls at your fingertips. In addition to a lightweight mast, its T- bulb keel can be hauled and launched painlessly. For about $18,000, the Laser SB3 ushers you into the world of sports sailing and what it feels to own and use a sports boat.

{{boat-info="/boats/fareast-18"}}

As a manufacturer, Fareast is a Chinese boat manufacturer that has been around for less than two decades. But even with that, the Fareast 18 remains a very capable cruiser-racer that will take your sailing to the next level. In addition to its good looks, this boat comes with a retractable keel with ballast bulb, a powerful rig, and an enclosed cabin.

Its narrow design with a closed stern may be rare in sailboats of this size, but that's not a problem for the Fareast 18. This design not only emphasizes speed but also makes it a lot easier to maintain this boat. Perfect for about 6 people, this boat punches above its weight. It's, however, designed to be rigged and launched by one person.

This is a relatively affordable boat. It's agile, safe, well-thought-out, well built, and very sporty.

{{boat-info="/boats/chuck-paine-paine-14"}}

If you're in the market looking for a small sailboat that offers contemporary performance with classic beauty, the Paine 14 should be your ideal option. Named after its famous designer, Chuck Paine, this boat is intentionally designed after the classic Herreshoff 12.5 both in terms of dimensions and features.

This is a lightweight design that brings forth modern fin keel and spade rudder, which makes it agile, stable, and faster. The Paine 14 is built using cold-molded wood or west epoxy. It has varnished gunnels and transoms to give it an old-time charm. To make it somehow modern, this boat is designed with a carbon mast and a modern way to attach sails so that it's ready to sail in minutes.

You can rest easy knowing that the Paine 14 will not only serve you well but will turn heads while out there.

{{boat-info="/boats/wd-schock-lido-14"}}

Many sailors will attest that their first sailing outing was in a Lido 14. This is a classic sailboat that has been around for over four decades and still proves to be a perfect match to modern small boats, especially for those still learning the ropes of sailing.

With seating for six people, the Lido 14 can be perfect for solo sailing , single-handed sailing, or if you're planning for shorthanded sailing. While new Lido 14 boats are no longer available, go for a functional used Lido 14 and you'll never regret this decision. It will serve you well and your kids will probably fall in love with sailing if Lido 14 becomes their main vessel during weekends or long summer holidays.

Bottom Line

There you have it; these are some of the best small sailboats you can go for. While there are endless small sailboats in the market, the above-described sailboat will serve you right and make you enjoy the wind.

Choose the perfect sailboat, invest in it, and go out there and have some good fun!

Related Articles

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

by this author

Best Sailboats

Most Recent

What Does "Sailing By The Lee" Mean?

October 3, 2023

The Best Sailing Schools And Programs: Reviews & Ratings

September 26, 2023

Important Legal Info

Lifeofsailing.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs and is compensated for referring traffic and business to these companies.

Similar Posts

Affordable Sailboats You Can Build at Home

September 13, 2023

Best Small Sailboats With Standing Headroom

Best Bluewater Sailboats Under $50K

Popular posts.

Best Liveaboard Catamaran Sailboats

Can a Novice Sail Around the World?

Elizabeth O'Malley

June 15, 2022

4 Best Electric Outboard Motors

How Long Did It Take The Vikings To Sail To England?

10 Best Sailboat Brands (And Why)

December 20, 2023

7 Best Places To Liveaboard A Sailboat

Get the best sailing content.

Top Rated Posts

Lifeofsailing.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs and is compensated for referring traffic and business to these companies. (866) 342-SAIL

© 2024 Life of Sailing Email: [email protected] Address: 11816 Inwood Rd #3024 Dallas, TX 75244 Disclaimer Privacy Policy

Please use a modern browser to view this website. Some elements might not work as expected when using Internet Explorer.

• Landing Page
• Luxury Yacht Vacation Types
• Corporate Yacht Charter
• Tailor Made Vacations
• Luxury Exploration Vacations
• View All 3646
• Motor Yachts
• Sailing Yachts
• Classic Yachts
• Catamaran Yachts
• Filter By Destination
• More Filters
• Latest Reviews
• Charter Special Offers
• Destination Guides
• Inspiration & Features
• Mediterranean Charter Yachts
• France Charter Yachts
• Italy Charter Yachts
• Croatia Charter Yachts
• Greece Charter Yachts
• Turkey Charter Yachts
• Bahamas Charter Yachts
• Caribbean Charter Yachts
• Australia Charter Yachts
• Thailand Charter Yachts
• Dubai Charter Yachts
• Destination News
• New To Fleet
• Charter Fleet Updates
• Special Offers
• Industry News
• Yacht Shows
• Corporate Charter
• Finding a Yacht Broker
• Charter Preferences
• Questions & Answers
• Add my yacht

View More Photos

• Luxury Charter Yachts
• Motor Yachts for Charter

Man of Steel

• Amenities & Toys
• Rates & Regions
• + Shortlist

MAN OF STEEL YACHT CHARTER

86m  /  282'2   oceanco   2010 / 2023.

• Previous Yacht

Cabin Configuration

Special Features:

• Elevator for convenient access
• Master cabin with dressing room and study
• Impressive 5,200nm range
• Recent refit in 2023
• State-of-the-art cinema

Man of Steel is spacious and packed with things to do making her fully primed for guests seeking a luxury charter at sea.

The 86.01m/282'2" motor yacht 'Man of Steel' by the Dutch shipyard Oceanco offers flexible accommodation for up to 12 guests in 7 cabins and features interior styling by Italian designer Nuvolari Lenard.

Built in 2010, Man of Steel is designed for exquisite indoor/outdoor living and boasts voluminous interior and exterior spaces across several decks: ideal for bronzing, lounging or entertaining. Her features include a dancefloor, movie theatre, spa, elevator, underwater lights, beach club and gym.

Exterior Design

Seven Seas features a trademark Oceanco design concept – an infinity pool on the aft deck that can be conveniently transformed into a helipad or entertaining area, fist seen on the multi-award winning superyacht Alfa Nero.

Interior Design

Seven Seas has a contemporary interior blending walnut, teak and rosewood interspersed with natural materials, fabrics and colours. The upper deck forward of the atrium, exclusively for the owner’s use, extends outside past a plunge pool to a foredeck which, thanks to a mooring deck below, is free of any equipment. This area is totally private with access only from the owner’s suite. The main salon is fully equipped with a professional projection system and a 5 x 2m screen which, coupled with two rows of raked seating, will transform into a screening theatre. Adjacent to the main salon is an imposing 250m² area which can host everything from casual al fresco dining to a black-tie gala. Whilst using this dining area, guests enjoy a skylight which may be dimmed by LCD. On the main deck there are four large guest suites and a full width VIP stateroom; separate on the terrace deck is a secluded VIP stateroom. Formal circular dining seats 14 located on aft upper deck. She also has a fully equipped gym/spa.

Guest Accommodation

Man of Steel offers guest accommodation for up to 12 guests in 7 suites comprising a master suite, two VIP cabins, three double cabins and one twin cabin. The master suite incorporates its own study and dressing room. A crew of twenty-eight, who specialize in creating exceptional charters, are on hand to provide guests with a yacht charter vacation to remember.

Onboard Comfort & Entertainment

Keeping comfortable and entertained on Man of Steel is easy thanks to the available amenities such as a dancefloor where you and your guests can celebrate in style. Alternatively Man of Steel boasts a movie theatre, perfect to relax after a long day on the water. For the ultimate relaxation experience, the yacht plays host to a luxury spa and in addition take a plunge in the pool under the sun. Head to the beach club and take advantage of indoor-outdoor living and entertaining and maintain your fitness routine and work out in the well-equipped gym. Sit back with a glass of champagne in the deck jacuzzi.

Whatever your activities on your charter, you'll find some impressive features are seamlessly integrated to help you such as an elevator, making any part of the yacht quickly and easily accessible. At night, guests can enjoy a mesmerizing light spectacle in the water thanks to underwater lights and in addition take advantage of the on board Wi-Fi and stay connected at all times. You can stay comfortable on board whatever the weather, with air conditioning during your charter.

Performance & Range

Built with a steel hull and aluminium superstructure, she offers greater on-board space and is more stable when at anchor thanks to her full-displacement hull. Powered by twin MTU engines, she comfortably cruises at 15 knots, reaches a maximum speed of 19 knots with a range of up to 5,200 nautical miles from her 292,000 litre fuel tanks at cruising speed. Man of Steel features at-anchor stabilizers providing exceptional comfort levels.

Onboard Man of Steel has a range of toys and accessories to keep you and your guests entertained on the water throughout your stay. Guests can experience the thrill and adventure of riding one of the four SeaDoo GTX 300 WaveRunners. Discover the world beneath the surface of the ocean with the dive gear and compressor. In addition there are four F5 SEABOBs providing agile cruising and diving. Man of Steel features four tenders, but leading the pack is a 10.5m/34'5" Hodgdon Limo Tender to transport you in style.

Special Features

A tempting feature is a projector which will throw an image onto the glass wall of the aft infinity pool allowing one to take in the latest movie.

Book your next the Mediterranean luxury yacht charter aboard Man of Steel this summer. She is already accepting bookings this winter for cruising in Bermuda and the Caribbean.

With its luxurious interiors, vast array of onboard facilities and a highly-trained and professional crew, a luxury yacht vacation onboard motor yacht Man of Steel promises to be nothing short of spectacular.

TESTIMONIALS

There are currently no testimonials for Man of Steel, please provide .

Man of Steel Photos

Amenities & Entertainment

For your relaxation and entertainment Man of Steel has the following facilities, for more details please speak to your yacht charter broker.

Man of Steel is reported to be available to Charter with the following recreation facilities:

• 1 x 10.5m  /  34'5 Hodgdon Custom Limo Tender
• 1 x 9.5m  /  31'2 Hodgdon Custom Sports Tender open sport boat
• 1 x 10.5m  /  34'5 Euro Offshore Tender
• 1 x Zodiac Rib 420 Rescue Boat

For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

• + shortlist

For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

'Man of Steel' Charter Rates & Destinations

Summer Season

May - September

€1,200,000 p/week + expenses Approx $1,288,000

High Season

Cruising Regions

Mediterranean France, Italy, Monaco

HOT SPOTS:   Amalfi Coast, Corsica, French Riviera, Sardinia

Winter Season

October - April

$1,000,000 p/week + expenses

Bermuda Caribbean Antigua, Bahamas, Saint Martin, St Barts

Charter Man of Steel

To charter this luxury yacht contact your charter broker , or we can help you.

To charter this luxury yacht contact your charter broker or

Update your yacht

Yacht Owner, Captain or Central Agents - Send us latest Photos, Charter Rates or Corrections Send Updates

SIMILAR YACHTS FOR CHARTER

80m | Oceanco

from $832,000 p/week ♦︎

81m | Feadship

from $992,000 p/week ♦︎

81m | Oceanco

from $728,000 p/week *

78m | Abeking & Rasmussen

from $770,000 p/week

86m | Derecktor Shipyards

from $945,000 p/week

from $600,000 p/week

72m | Dunya Yachts

from $660,000 p/week

86m | Abeking & Rasmussen

from $911,000 p/week ♦︎

74m | Trinity Yachts

from $590,000 p/week ♦︎

Elegant 007

72m | Lamda Nafs Shipyards

from $563,000 p/week ♦︎

69m | Feadship

91m | Lurssen

from $1,400,000 p/week

NOTE to U.S. Customs & Border Protection

Specification

SEASONAL CHARTER RATES

• Share on Facebook
• Share Yacht

SIMILAR LUXURY CHARTER YACHTS

Here are a selection of yachts which are similar to the current charter yacht. To view all similar luxury charter yachts click on the button below.

As Featured In

The YachtCharterFleet Difference

YachtCharterFleet makes it easy to find the yacht charter vacation that is right for you. We combine thousands of yacht listings with local destination information, sample itineraries and experiences to deliver the world's most comprehensive yacht charter website.

San Francisco

• Like us on Facebook
• Follow us on Twitter
• Follow us on Instagram
• Find us on LinkedIn
• Add My Yacht
• Affiliates & Partners

Popular Destinations & Events

• St Tropez Yacht Charter
• Monaco Yacht Charter
• St Barts Yacht Charter
• Greece Yacht Charter
• Mykonos Yacht Charter
• Caribbean Yacht Charter

Featured Charter Yachts

• Maltese Falcon Yacht Charter
• Wheels Yacht Charter
• Victorious Yacht Charter
• Andrea Yacht Charter
• Titania Yacht Charter
• Ahpo Yacht Charter

Receive our latest offers, trends and stories direct to your inbox.

Please enter a valid e-mail.

Thanks for subscribing.

Search for Yachts, Destinations, Events, News... everything related to Luxury Yachts for Charter.

Yachts in your shortlist

• Dual Voyagers: Mastering the Art of 2-Man Dinghy Sailing

Sailing in a 2-man dinghy offers an unparalleled blend of camaraderie, skill, and interaction with the elements. It's an activity that not only tests your sailing prowess but also strengthens bonds between partners. This guide delves into the essentials of choosing the right dinghy, mastering sailing techniques, and making the most out of your sailing adventures.

Choosing and Mastering Your 2-Man Dinghy

The first step in embarking on a 2-man dinghy sailing journey is selecting the right boat. Factors such as design, durability, and ease of handling play critical roles in ensuring your adventures are both enjoyable and safe. Dinghies like the Laser 2 and the RS Feva are celebrated for their balance between performance and usability, making them ideal choices for both beginners and seasoned sailors. Once you've chosen your vessel, learning to sail it effectively is paramount. Sailing a 2-man dinghy requires a solid understanding of basic sailing principles, such as wind direction, sail adjustment, and maneuvering. However, the true art of dinghy sailing lies in the synergy between the sailors. Effective communication and coordination ensure not only smooth sailing but also enrich the experience, making every challenge a lesson in teamwork and every success a shared joy.

Sailing Gear, Techniques, and Destinations

Equipping yourself with the right gear is as crucial as choosing the right dinghy. Safety gear, navigational tools, and proper attire can make the difference between a good and a great sailing experience. As you become more familiar with your dinghy and the basics of sailing, you'll want to explore advanced techniques and strategies. These include mastering tacks and jibes in synchronization with your partner, understanding how to read changing weather conditions, and optimizing your route for speed and efficiency.

The world is your oyster when it comes to finding the perfect sailing spot. From the serene waters of local lakes to the challenging conditions of coastal areas, each destination offers unique experiences and lessons. Engaging with the local sailing community can open up opportunities for guided adventures, races, and social gatherings, enriching your sailing journey with new friendships and insights.

Read our top notch articles on topics such as sailing, sailing tips and destinations in our Magazine .

Check out our latest sailing content:

Fishing and sailing: where to sail for the best catches, skippered boats: how to pack for a yachting holiday, boat rental with skipper: everyone can go to sea, skippered boats: myths about sailing, sail from lefkada for 14 days. where to, what not to miss when visiting lefkada, skippered boats: step-by-step boat rental, where and why to sail from lefkas marina, don’t panic: handling maritime emergencies, skippered boats: how to choose a boat, the best sailing routes from biograd na moru, yachting away from ourselves: a voyage to inner peace, sail to the 7 most beautiful sights in greece, skippered boats: how to put together a crew, skippered boats: the most popular yachting destinations, what skipper's licence do i need, skippered boats: what you can experience when yachting, from lefkada or corfu to paxos and antipaxos, discover the paradise of paxos and antipaxoss, skippered boats: typical day on board, skippered boats: what it actually looks like on a boat, discover corfu: sailing adventure in the ionian, sextant and navigation: survival without gps, 5 best sailing routes in the bahamas, skippered boats: how much does a boat holiday cost, yachting guide to the bahamas, the ultimate yacht cleaning kit, introduction to chartering with a skipper, traditional sailor tattoos: meaning of the swallow, the most popular catamarans of 2023.

Maintenance, Safety, and the Joy of Sailing

Maintaining your dinghy is crucial for ensuring its longevity and performance. Regular checks and care, including cleaning, inspecting for damage, and proper storage, will keep your boat in prime condition for your next adventure. Safety is paramount in sailing, and being prepared with the right knowledge, equipment, and checks before and after each voyage will ensure that your sailing experiences remain joyous and free from unwanted surprises.

Sailing a 2-man dinghy is more than just a sport or a hobby; it's an adventure that offers endless possibilities for fun, learning, and bonding. Whether you're navigating through calm waters or competing in a race, the experiences shared in a dinghy are unforgettable. It's about the thrill of the chase, the peacefulness of being at one with nature, and the unique bond formed when two people set sail together. As you harness the wind and ride the waves, remember that each journey is a story waiting to be told, with the sea as your canvas and the dinghy your brush.

In conclusion, 2-man dinghy sailing embodies the essence of adventure, teamwork, and the simple joy of being on the water. Whether you are just starting out or looking to deepen your sailing skills, the journey is sure to be filled with excitement, learning, and unforgettable memories. So hoist your sails, coordinate with your partner, and set off on a sailing adventure that promises to be anything but ordinary.

So what are you waiting for? Take a look at our range of charter boats and head to some of our favourite  sailing destinations.

I am ready to help you with booking a boat for your dream vacation. Contact me.

Denisa Nguyenová

• Share full article

Advertisement

Supported by

On Some Boats for the Sydney Hobart Yacht Race, Three’s a Crowd

Smaller vessels with two-man crews are competing for the first time. But, thanks to their use of autopilots, they can’t win the top trophy.

By David Schmidt

There’s a beautiful simplicity to two-handed offshore sailboat racing: two sailors, one boat and a lot of blue.

For many offshore sailors, participating in the Rolex Sydney Hobart Yacht Race aboard a fully crewed boat is a serious undertaking. But the 18 two-handed teams competing in this year’s edition of this 628-nautical-mile race are sharing an entire team’s worth of adventure — and responsibility — with just one other person.

In 2019, the Cruising Yacht Club of Australia, which organizes the race, announced a new two-handed division for the 2020 race. The decision was driven by a global surge in the popularity of short-handed sailing and the prospect of a mixed two-person keelboat offshore event at the Paris 2024 Olympics in Paris.

But the 2020 Sydney Hobart race was canceled because of the pandemic, and then the International Olympic Committee did not add the keelboat event to the Paris Games.

Still, the Sydney Hobart’s newest class has become popular and accounts for 19 percent of the 94-boat fleet at the starting line on Sunday.

“I am a big fan of the double-handed sailing concept, and it is great to see the Rolex Sydney to Hobart organizers embracing this side of the sport,” said Stu Bannatyne of New Zealand, an experienced offshore sailor who has won the Volvo Ocean Race four times. “The race for sure has inherent risks as we all well know, and double-handing it just means the crew needs to be very aware of the limitations of themselves and the boat.”

Wendy Tuck, a veteran of 13 Sydney Hobart races, is on a two-handed boat this year.

“I wanted a new adventure,” said Tuck, the only female sailor to have won an around-the-world race as skipper. Tuck is sailing with her co-skipper Campbell Geeves aboard Speedwell , a Beneteau 34.7. “It’s the smallest boat that I’ve gone south on,” she said, referring to Hobart. She added that while she has done a lot of short-handed sailing, she is still new to two-handed racing.

Rob Gough, a veteran of the 2019 race and an accomplished dinghy sailor, said it was the challenge that attracted him to two-handed racing. He and John Saul, a veteran of the 1998 race that killed six sailors and sank five boats, are sailing their Akilaria Class 40, Sidewinder.

“We both like being really involved,” Gough said, adding that with two-handed racing both sailors get to be “skipper, cook, trimmer, tactician, radio operator and navigator.”

Serious offshore sailors often say that races are really won during the boat preparation before the race. Two-handed sailing is no different, except that there are fewer crew members to tackle the details.

Given the race’s tough reputation, organizers require teams to complete qualifications, including first-aid certification, radio-operator training and survival-at-sea instruction. Aboard fully crewed boats, only some of the sailors need to complete this training. In the two-handed division, both skippers must fulfill these requirements, in addition to completing previous (and specific) offshore races and a 24-hour passage together on their boats.

Then there is the task of outfitting a boat to potentially withstand more than 50-knot winds and massive seas.

“The boat has done 30,000-odd miles of two-handed sailing, so it’s all set up,” said Rod Smallman, who is racing aboard Maverick, a Jeanneau Sun Fast 3600, with his co-skipper Leeton Hulley. This is Smallman’s second Sydney Hobart race and Hulley’s seventh. “Once it’s set up, it’s all tinkering and maintenance.”

One decision about two-handed racing equipment has been controversial.

Autopilot systems, which steer a boat to a specified compass course or wind angle, free the crew to trim sails, perform other duties or rest. Unlike fully crewed boats, two-handed teams can use autopilots in this year’s race.

However, the yacht club announced last year that two-handed teams would not qualify for the Tattersall Cup, which is awarded to the race’s overall corrected-time (handicap) winner. The two-handed division is competing for its own trophy.

“We need to better understand the level of advantage that autopilots might provide to yachts of differing types,” Noel Cornish, the club’s commodore, who officiates for the club, said last year. “The status and prestige of the Tattersall Cup in world sailing requires a thorough understanding of all the issues before any new division is granted eligibility.”

Not surprisingly, some two-handed teams were not pleased.

“I’d be lying if I didn’t say that I was really disappointed that we’re not racing for the Tattersall,” Tuck said, noting that some crewed boats use powered winches to trim their sails and hydraulic systems to swing their canting keels. “But at the end of the day, I’m really happy we can enter as a two-handed boat.”

Smallman was also disappointed and noted that other international races allowed these teams to compete for the same top-shelf trophy as fully crewed boats.

Unlike human drivers, whose ability to steer a precise course typically wanes after 20 or 30 minutes, autopilots never tire. But Matt Eeles, product director for the autopilot manufacturer B&G, said that when sailing in big waves, autopilots were purely reactionary, not predictive, as they cannot see ahead or behind the yacht. “I think a human would outperform an autopilot in these conditions,” he said.

Some high-budget round-the-world sailing teams have recently developed autopilots that incorporate sophisticated gyro-stabilized compasses, secondary processing computers, custom software and sensor networks, but this is not the technology that Gough, Smallman and Tuck are using.

“It’s a bit rich to suggest that autopilots will give us an advantage to fully crewed boats,” Gough said, explaining that Sidewinder has a B&G autopilot.

Critically, the race crosses Bass Strait , a section of about 160 nautical miles that separates southern Australia and Tasmania. Average water depth is roughly 200 feet. Couple these shallow waters with the generally south-flowing East Australia Current and the strong southerly weather fronts — “busters” in race parlance — that oppose the current, and the seas can, and regularly do, become ferocious.

“If you’ve got the skills to put your boat where the wind is, it’s going to beat having a better autopilot every single day of the week,” Smallman said, adding that he still planned to let the autopilot drive whenever possible. “Boat handling. Seamanship. There’s just a list as long as your arm that’s going to outperform the importance of a pilot.”

Other two-handed skippers, including Tuck and Geeves, also plan to predominantly use their autopilot and focus on sail trim and tactics.

Regardless, sleep deprivation is a concern for two-handed teams in the multiday race.

“We’ll get into our rest cycle two or three hours after the start,” said Gough, explaining that he and Saul would alternate between sailing and resting every two hours.

Smallman and Hulley plan to run a similar schedule, weather depending, with roughly 15-minute crossovers at the below-decks navigation table, looking at their charts, weather forecasts and their tactical racing software. “We sort of tend to play little games,” Smallman said. “We might try to make a mile on the boat in front of us within our shifts.”

Then there is changing sails or reducing the amount of sail area alone or with the other sailor. “Getting the spinnaker down is the toughest part,” Tuck said. While more modern boats have spinnakers that can be furled into snakelike rolls using winches and then lowered in a controlled manner, Speedwell is old-school.

“We have to get the spinnaker down while it’s still set,” she said, describing wrestling with the huge, still-inflated sail. “It’s a big challenge.”

This challenge will be greatly magnified if the weather turns serious.

While the bigger, faster boats can sometimes out sail the worst storms, Tuck expects to see at least two busters en route to Hobart. “Hopefully no more,” she said. “The Hobart can be so rough, and we’re in a tiny little boat.”

Others note that, while the changing climate has recently delivered relatively mild Sydney Hobart races, all bull markets end. “There hasn’t been a rough race for a few years,” Gough said. “We’re well and truly due in for one.”

Should that happen, it will be seamanship, experience and preparation, not autopilots, that will dictate the results. “It’s all in the wind gods and each team’s decisions,” Tuck said. “And that word, luck.”

Simply Superior

Submersibles unparalleled in design, construction, performance, and reliability — and a company that backs them up.

Personal submersibles that are ideal for luxury yachts and top rated for professionals, over 12,000 dives performed on seamagine submersibles worldwide.

SEAmagine is a leading designer and manufacturer of 2 to 9 person personal submersibles, or small private submarines, for use on luxury yachts, in scientific and professional expeditions, and for the defense sector. We have been instrumental in pioneering the personal submersible industry since 1995 and with an unmatched record of over 12,000 dives accumulated on our fleet, we produce the world’s superior

personal or private submersibles based on our decades-long, solid track record of unbeatable innovation and design features, remarkable reliability, dependable long-term support, and proven client satisfaction. All SEAmagine private or personal submersibles are built to navigate depths ranging from 100 meters to 2300 meters, are formally classed by the American Bureau of Shipping (ABS), and are approved for Cayman flag registration.

Leisure & Yachting

SEAmagine offers a series of exceptional 2 to 9 person submersible models uniquely designed for the yachting sector. With an uncompromising focus on quality and elegant design, our semi-custom approach prioritizes spaciousness, style, and comfort combined with a captivating panoramic view of the ocean. - See the models...

Science & Tourism

Based on extensive at-sea usage resulting in unfailing reliability over many decades, SEAmagine offers deep-ocean-rated manned submersibles with a large array of subsea tools for the scientific community as well as larger 3 to 9 passenger submarines for the commercial tourism sector. - See the models...

Industrial & Coast Guard

SEAmagine is the only manufacturer that has produced manned submersibles for various coast guard fleets within the defense sector to help them handle the toughest of missions in Search & Rescue or underwater inspections. Our track record for reliability and robustness reaches even further to the industrial sector seeking efficient subsea solutions. - See the models...

WHY SEAmagine

Unmatched designs – unmatched usage - unmatched reliability.

SEAmagine has a long history of building extraordinary personal submersibles and we have happy clients worldwide to prove it. We produce the world’s superior submersibles based on extensive know-how gained from our subs’ unmatched high usage at sea and we have a proven track record, gained over many decades, for impressive reliability, dependable support, and long-term client satisfaction.

The SEAmagine Legacy

A leading pioneer since 1995.

SEAmagine has been a clear leader in the evolution of manned submersibles since the 1990s and we have an impressive legacy of “firsts” in this marine sector. We are currently on our 5th Generation of submarine design advancements embodying the best in features, fabrication, and technologies. Our after-sales support has a proven track record worldwide for dependability and responsiveness to support even the most challenging projects.

The SEAmagine Experience

Watch what it’s like to dive seamagine subs.

SEAmagine has always understood that its submarine designs need to focus first on the occupants’ ultimate experience and satisfaction. Diving aboard a SEAmagine sub is like nothing you have experienced before. Discovering the underwater world and sharing it with friends and family in our submarine’s majestic bubble offers the ride of a lifetime and a treasured memory that will never be forgotten. We do it best by striving for the top in design, quality, performance, and support.

Join Our Newsletter

Whether you would like to receive regular updates from our newsletter or you are interested in obtaining more detailed literature, we welcome you to get in touch!

Best Sailboats for One Person (With 9 Examples)

One of the most common challenges of sailing is finding the right boat to sail alone. Luckily, there are some good sailboats out there suited for one person. Let's take a look at them, and find out why they're especially good for single-handing.

In this article, I talk about single-handed sailing and look at the nine best sailboats for one person, ranging from small lake dinghies all the way to comfy cruisers capable of oceanic crossings.

Here are the best sailboats for solo sailing

Jeanneau Sunfast 3200

Beneteau oceanis 62, pacific seacraft flicka 20, tartan 3700, hunter channel 31, j boats 109.

Now let's look at them in detail so that you can choose the one best for you.

On this page:

What you need for short-handed sailing, features of a good single-handed boat.

Before talking about anything else, let's take a quick look at the features you want in a sailboat for short-handing (a fancy way of saying sailing alone ).

Scroll down to the list of sailboats here .

What to look for in a single-handed sailboat:

• Easy-to-operate sails
• Self-tacking jib
• Self-reefing sails
• Good autopilot

It's nice to have a team of friends, each with their own position within the crew, taking care of their specific thing. One behind the helm, one at the navigation, one trimming the mainsail, one taking care of the foresail, and an extra deckhand just to be sure. But if for whatever reason you want to sail on your own, you'll be the one to fill all those positions.

To make sure that it is physically possible and as easy as can be under the circumstances, start with a good boat choice. The idea is to pick a design that will be easy to operate with just one person available.

Now the good news is that since around 1990, many boat manufacturers have been focusing on ease of operation. That's just what the current market demand dictates. In other words, good single-handed sailboats aren't a rare find.

So what are the specific features to look for when sailing on your own? Let's clear a common misconception first - single-handed doesn't mean the boat has to be small.

Sure, small boats are easier to dock, and things tend to be within reach… but you will find large numbers of 70-footers that are designed as single-handed projects.

You can operate 100-footers on your own. Read all about it in our article What's the largest boat one person can operate?

Easily Operated Sails

A good start are sails that can be operated without much hassle. That doesn't necessarily mean being able to reach all the lines and winches from the helm. If you can, that's great, but if the boat has an autopilot, all you need is to be able to tweak the sails from the front of the cockpit.

Try to avoid setups where you'd have to walk to the mast to play with your sheets - not only it takes time but doing that in heavy winds, tall waves, on a boat that is healing, is a recipe for disaster that nobody is there to save you from.

When solo sailing, the ability to reef and tack quickly is important since those are oftentimes time-sensitive maneuvers. So self-tacking jibs would make your life way easier.

Individually Suitable Boat

The best test, though, is to take the boat out and try it out for yourself. A boat that handles easily in the hands of one person can be unmanageable in the hands of another.

A spinnaker pole might be a handful for the shorter folks, while a 6'2'' 200lbs bloke won't have issues with it.

But don't go around shopping with a 'must-have' checklist. Sometimes the boat is almost there, and all it needs is a little DIY technical push, like adding an extra jammer to the cockpit and running a reef line through it, or getting your hands on a windvane self-steering kit.

As somewhat touched upon before, manufacturers are trying to cater to the ease of use and since technology is going forward, what used to be a hi-tech racing equipment piece years ago, has now made its way into the affordable mainstream.

The canting keel is such an example, something you used to see on racing sailboats only, but now can be put on your average cruiser.

Autopilot Matters

An important part of solo sailing is a good autopilot, for obvious reasons. Luckily, nowadays, these are very reliable compared to what the standard used to be years ago in the cruiser world.

That being said, if you can get your hands on a boat with a proper below-the-deck autopilot with a gyrocompass, you will be much happier than with your average on-deck system, which does the job well, but when things get windier, it might become less reliable.

By the way, racing boats tend to be good solo sailing vessels—they are set up for efficiency. They feature more robust rigging and hulls that can withstand rough conditions and gusts better, and thus are more forgiving, without the necessity to tweak to detail.

I'm not saying that to necessarily have you look for racing boats for your short-handed trips, but rather so that you don't steer away from them on purpose, thinking they would be too much of a handful.

On deck, navigation is a big one too. Again, nothing to cry about if your boat of choice doesn't have one, as it can be easily solved with aftermarket solutions. Or an iPad with the proper app. But having to run below the deck to see where you are isn't the handiest of scenarios, especially in tricky situations.

If possible, consider investing in side thrusters. They can make maneuvering your boat infinitely easier, docking can turn from an unpleasant procedure to a relatively simple joystick play, and especially if you are on a bigger boat, you will appreciate this feature.

We haven't touched on the topic of interiors since it isn't as sensitive as a matter. But having plenty of handles to grab onto regardless of where you are is a good idea, since hitting your head and passing out is unpleasant with a crew, but potentially fatal without it.

To continue with the topic of safety, equipment and boat design aside, remember that you can't really afford mistakes you could make with friends on board. So make sure you have enough spots to clip your harness to, that the boat is sufficiently equipped with communication devices and that all the equipment works as it should.

So let's get specific. What are the nine boats that make great companions for solo sailors?

Let's start with the obvious one—a dinghy. It won't probably be your choice when crossing an ocean, but for practice or a fun day close to the shore, this is one hell of a boat. In comparison to its rivals in the same category, RS Aero is super light weighing 66 lbs. It is among the most technologically advanced sailing dinghies designed specifically for one person.

All of this comes for a price though - 10 000 to over 15 000 USD. You will be getting your money's worth for sure though. An enormous amount of hi-tech work went into this project, and you'd be buying a design that won more awards than could fit on its 13-foot body.

This is a big step up from a dinghy, while still keeping things very simple. It is a lightweight boat, originally designed for a transatlantic race. Thanks to that and its small size, it is easy to handle, the racing pedigree shows in the efficient layout, so everything is within reach. Despite its smaller size, it can reach speeds you would expect of much larger boats.

You can find small family cruisers of the same size, but don't let that fool you. This is very much a Spartan sailboat. Inside, you won't find much more than the bare necessities - two aft cabins, curtains instead of doors, simple seating, not much lining or wood, just a notch above barebones interiors. You get a toilet though, a chart table and a galley as well as much stowage. But you will be reminded of being on a racer, because unless you are shorter than 5'7'', you won't be able to stand up straight.

As mentioned, this boat was designed for a cross-ocean race, so it is a seaworthy bluewater mate that should be able to take you more or less wherever you want to.

Time to go big. As previously mentioned, solo sailing doesn't mean you have to stick to smaller sizes. Why? Because it is a trend now. Even though just some ten years ago, the situation was vastly different, these days, single-handed 60+ footers aren't anything rare.

So why this Beneteau? Well, for one, to meet the new kinds of market demand, it was designed for ease of use, meaning it can be successfully operated by a single person. I don't know what you'd do alone with all that space, but if you want to enjoy oceanic solitude while not giving up the luxuries of having space the size of a family apartment, you can.

And while there are more boats of this size suited for short-handed sailing, like the larger Jeanneaus, Hanses, or even Bavarias, the Oceanis 62 can be yours for around 600 000 EUR new, which is a figure unheard of in that size and quality range up until relatively recently.

This is not the first time I am mentioning this boat in an article, and no wonder, it has so much character! Like others in this list, this one has been designed for single-handed sailing - it had to be. You couldn't fit two people on it comfortably anyway.

So aside from its solo capabilities, why does it deserve to be on the list? Well, it's towable, which you could say about the RS Aero too, but you can actually live on a Flicka, and it is seaworthy. It is about as small as you can go while still being able to cross oceans.

There is no question about everything being within the hand's reach on this one. Ergonomics almost don't matter at this size. Given its towability, the fact that you can park it in your garden, and its short-handed potential makes for the perfect spontaneous getaway mobile.

Another boat you can live on. It is a seaworthy ocean crosser, and thanks to its setup and a self-tacking jib, it is a proper short-handed boat. It also has quite a wide beam, thanks to which you'll get additional stability, further supporting comfort when operating it solo. It is made by a brand that proved its worth over time, as since the 70s, it is still going strong. It's comfortable enough for long distances, with a spacious salon, shower, and space for a small family.

Used, you can get one starting around 150 000 USD, which is one of the reasons why it belongs on this list - if you are serious about solo sailing and want a proper boat without compromises that come with smaller sizes or sportiness, this one is within a reasonable reach. Among the affordable, high-quality, short-handed sailing cruisers, Tartan 3700 has its definite place.

This is the kind of boat I was talking about when I mentioned that formerly racing design aspects started to make it into the cruising world. Hunter started as a racer builder and then shifted to cruisers, while, of course, taking its know-how with them, which makes for boats that are easy to operate, also well-performing ones.

This specific model got on the list because of its low center of gravity, high ballast ratio, and stable hull, which means you won't have to trim the sails all the time to go fast. And less work is always welcome if you are the only person to do all of it.

Another reason it's gotta be here is it is very efficient layout, self-tacking jib, and single-line mainsail reefing system—a smart choice for solo sailors.

If you like what you saw in Hunter Channel 31, but fancy something a bit faster, with a higher quality build, this one's what you want. It has lost much of its sportiness as it is too heavy to be thought of as a proper performance boat today, but in the worst-case scenario, it is a quick cruiser capable of satisfying sprints.

It was designed for single-handed sailing as well as for full crewed racing, so if you want to push as much as you can out of it with a team of your mates, you can, while knowing you will be able to cruise at a good pace when they leave.

So unless you mind the slightly higher price tag, which comes with the high build and components quality, as well as the less generous interior fanciness usually seen in racers, you've found yourself a boat.

The best thing about solo sailing is also the most dangerous thing about it - you will be alone. So you want your boat to be your buddy - forgiving as much as can be, having your back. Amel 60 is such a boat. It has watertight bulkheads, so it is hardly sinkable, its cockpit has a solid roof and windows, so no matter the weather, you'll be protected while behind the helm, it has a stable hull, offering support even in tricky weather, it features electric winches, so you can operate the sails without even touching a line…

...and inside, you get more space and luxury than you could wish for, including a washing machine. All in all, if there is a boat that's got your back even if your skill level isn't the greatest, it is Amel 60. All it wants from you is to be ok with the 1.5 million USD price tag.

Have you seen the film "All Is Lost"? An incredible project without dialogue, where a solo sailor on a Cal 39 makes his way through an ocean. Now, what makes Cal 39 such a great boat for solo sailing? As it turns out, nothing in particular. It wasn't designed with this in mind. It isn't even a notably successful model - though that's mostly due to technical circumstances rather than a lack of quality.

And that's why it must be on this list. To represent all the boats that aren't single-handed projects by design, but make it possible, if you get to know the boat, spend some time with it, and, as mentioned at the very beginning of this article, tweak it so that it makes solo sailing easier.

By this, I want to encourage you to get into solo sailing, even if you lack a sailboat that is specifically made for a one-person crew. Quite a few single-handed passages have been done on boats that wouldn't make it to this list because technically, they don't fit the profile. But they were made to be, either with tweaks or with skills. Be honest to yourself regarding your skill level, the boat design, and if it passes the test, go for it.

Happy sailing!

Leave a comment

You may also like, what’s the largest boat one person can operate.

So you're looking for something big, but want to go at it alone. Sailing single-handed (also known as short-handed) is perfectly doable, although not always ideal. …

Raising the Mainsail Single Handed: 5 Pro Tips

How Big Should a Sailboat Be to Sail Around the World?

FastCat12™ Catamaran

Inflatable boat, about the fastcat12™ catamaran inflatable boat.

Now LIGHTER, STRONGER, and EVEN MORE PACKABLE - Welcome to the future! Due to the latest technological advancement in double-layer, high-pressure, all-drop-stitch, fusion technology, the current generation FastCat12™ is 19 lbs. lighter than its predecessor. Weighing in at just 94 lbs. versus the previous 113 lbs. It's also incredibly stronger due to the fusion welding process and much easier to fold and pack up. The future is here - order yours today!

The FastCat12™ is a rugged, dependable, rigid, high-pressure, all-drop stitch constructed, rapid self-bailing, two-person, inflatable, FastCat12™ Catamaran Boat that provides incredible deck space and "The Smoothest Ride On The Water!"

About the FastCat™ Series

Don't purchase or consider another boat without checking out the new and incredible Sea Eagle Inflatable FastCat™ Catamaran Boat for the smoothest ride on the water and sale prices!

Tired of being bruised up and bounced around by waves, back jarring rough rides, added fuel cost, and lack of cockpit room? The new Sea Eagle Inflatable FastCat™ Catamaran Boat is the solution to all these problems and more!

This catamaran-style, rigid, high-pressure, all-drop stitch constructed, easy to set up hull is the most innovative boat to hit the market! The catamaran hull design lifts the boat up and on top of the water as if you're riding on pillowy clouds with hydro foiling shock absorbers preventing the slapping of traditional hulls. Friction is reduced, increasing fuel economy, and with four independent high-pressure safety air chambers, you're guaranteed added safety.

The Sea Eagle FastCat™ inflatable catamaran series will entirely change the way you view inflatable boats!

Specifications

Certifications

Deflated hull size, when deflated and packed well, this hull will fit in:.

check_circle Backpack

check_circle Car Trunk

check_circle SUV

check_circle Truck/Large SUV

Standard Features

• NMMA & CE Certified
• All rugged, high-pressure, reinforced, drop-stitch construction
• Completely self-bailing
• 4 Independent safety air chambers
• 7 Conveniently located grab handles
• Dual EZ-attachment seating system
• Removable transom for easy storage
• High-strength bow ring
• Non-slip EVA foam covered deck
• Canopy attachment grommets and D-rings
• Dual Universal Scotty Pads for use with optional Scotty accessories
• Bottom and side protective bumper guard rubbing strakes

Top, Front & Side Views

FastCat12™ Catamaran Reviews

I did a ton of research before I pulled the trigger on this boat and it paid off. My first trip was in San Diego in mission bay and the boat was perfect. My self and father-in-law fished the bay for a week with no issues and were blown away how stable the boat was and received a ton of compliments. The 5hp mercury outboard compliments the boat.

I love my Seaeagle 12 Fast Cat. Use it almost everyday in Florida. Customer service is great. Had a valve leak and they sent me a box and had it back in a couple of weeks with shipping time. Just the right size if I need to deflate it and store it. Great ride and just a solid built boat.

Boat is really great. I got all the extras with electric pump, seats, bimini etc. Sets up pretty quick and easy. I went with an electric 83lbs thrust motor and batteries ( 24 volt). I can run for hours! Great to take on vacation with us. We have an RV and like to bring the golf cart and the boat once deflated takes up no room at all.

The unit fits all of our needs. It is very stable with two passengers. Plenty of room to carry a cooler. The sun shade does act like a sail in the wind but you just make the best of it. The electric motor allows one to do some fishing and not have to stay in one spot for any time. Overall, good quality, came in a timely manner and was fairly easy to assemble. It definitely takes two people to move around when inflated.

Key Features

Catamaran design.

The Sea Eagle catamaran-style hull design provides the smoothest ride on the water. Side chambers create lift and reduce friction - increasing fuel economy, handling, and performance while providing an incredible cloud cushioned ride.

Protective Rubbing Strake & Bumper Guard

Protective full-length underside rubbing strakes and side bumper guards provide added protection against bumps and abrasions where it counts most.

Multiple Grab Handles

Seven conveniently located heavy-duty grab handles for ease of carrying and water re-entry.

Universal Scotty Pads & Attachment Locations

Two rear Universal Scotty Pads and dual side pre-drill bench seats Scotty attachment locations allow for the attachment of a vast array of optional Scotty accessories including but not limited to rod holders, triple rod holder, anchor lock, bait board, camera mount, transducer mount, and more!

*Scotty accessories are additional optional purchases. See https://www.seaeagle.com/Accessories/fishing-gear

EZ-Attach Bench Seats

The EZ-Attach Bench Seats are quickly and securely attached by four easy to screw on and off knobs. Attaching your bench seats has never been easier.

Removable Transom

The removable transom makes the FastCat12™ lighter and easier to pack down smaller and check as luggage. Attach the transom and you're ready for up to a 6 hp outboard.

Canopy Attachment System

Protecting yourself from the sun and elements has never been more important. The FastCat12™ is equipped with a Canopy Attachment System for use with the optional Wide Sun & Rain Canopy.

*Wide Sun & Rain Canopy is an additional optional accessory. See https://www.seaeagle.com/Accessories/covers-canopies/wide-canopy

4 Separate Independent Safety Air Chambers

4 Separate Independent Safety Air Chambers for added safety: Starboard Side, Bow, Floor, and Portside. Providing an added level of security and peace of mind.

FastCat12™ Catamaran Discount Packages

Deluxe package.

A great package for those who already have their own motors. Featuring two bench seats, one driver's locking swivel seat, one Quick Release Seatmount, a paddle, manual pump, repair kit, and boat bag.

In Stock   Freight Quote to Russia

Swivel Seat Canopy Package

This Swivel Seat Canopy Package provides protection from the elements. Featuring two bench seats, one driver's locking swivel seat, one passenger swivel seat, two Quick Release Seatmounts, paddle, manual pump, repair kit, boat bag, and canopy.

Watersnake Motor Canopy Package

An excellent electric motor package providing quiet speeds of up to 5 mph. Featuring a canopy, two bench seats, one driver's locking swivel seat, one passenger swivel seat, two Quick Release Seatmounts, two Scotty rod holders, paddle, manual pump, repair kit, boat bag, and the infinitely variable forward and reverse speeds Watersnake Venom 34 lb. thrust dual-purpose (salt/freshwater) electric motor.

50w Solar Boat Package

An excellent electric motor package providing quiet speeds of up to 5 mph. Featuring a canopy with a self-charging solar panel, two bench seats, one driver's locking swivel seat, one passenger swivel seat, two Quick Release Seatmounts, two Scotty rod holders, paddle, manual pump, repair kit, boat bag, and the infinitely variable forward and reverse speeds Watersnake Venom 34 lb. thrust dual-purpose (salt/freshwater) electric motor.

110w Solar Boat Package

Honda Motor Package

An excellent package providing speeds of up to 15 mph and over 30 mpg. Featuring two bench seats, one driver's locking swivel seat, one passenger swivel seat, two Quick Release Seatmounts, two Scotty rod holders, manual pump, repair kit, boat bag, and the reliable Honda 5 hp four-stroke outboard motor.

Ultimate Package

Featuring two bench seats, one driver's locking swivel seat, one passenger swivel seat, two Quick Release Seatmounts, two Scotty rod holders, manual pump, repair kit, boat bag, and the powerful Torqeedo 1103CL electric motor.

Torqeedo Solar Package

Featuring two bench seats, one driver's locking swivel seat, one passenger swivel seat, two Quick Release Seatmounts, two Scotty rod holders, manual pump, repair kit, boat bag, a powerful Torqeedo 1103CL electric motor, Solar Panel, & Canopy.

Instructions

Sea Eagle Used Boats

• have never been damaged, punctured or patched
• have been test inflated for 48 hours
• might have very minimal wear (no barnacles or algae)
• are covered by our regular 120 day money back guarantee
• and three year bow-to-stern warranty , just like our new boats.
• might contain prior-generation components

Delivery Estimate

Gray locking swivel seat.

Locking Gray Swivel Seat

Canoe/ SUP Paddle

Adjustable Aluminum Paddle

FC12 Boat Carry Bag

Boat Carry Bag for FastCat12™

SUP Pump w/ Pressure Gauge

Quick Release Seatmount

Wide Canopy

Wide Sun & Rain Canopy

Watersnake Venom 34

Watersnake Venom SX 34lb Thrust Electric Motor (Fresh & Saltwater)

Covered by the Watersnake 1 Year Warranty

All Sales are final. This item is not covered by the Sea Eagle 120 Day Trial.

Scotty Rod Holder

50W Solar Panel

50W Semi-Flexible Solar Panel w/ Charge Controller

Covered by the PowerFilm Solar Panel Warranty

Wide Solar 50 Canopy

Wide Sun & Rain Solar 50 Canopy (For use with 50W

Trolling Motor Power Center

Minn Kota Trolling Motor Power Center

Covered by the Minn Kota Manufacturer Warranty

110w Solar Panel

110 Watt Semi-Flexible Solar Panel w/ Charge Controller

Wide Solar 110 Canopy

Wide Sun & Rain Solar 110 Canopy (For use with 110W solar panel)

Honda 5S (Short Shaft)

Covered by the Honda Marine Warranty

Torqeedo 1103CL

Travel 1103CL Long Shaft w/915 Wh Battery

Covered by the Torqeedo Factory Warranty

138w Solar Panel for Torqeedo

138 Watt Semi-Flexible Solar Panel for use with Torqeedo

Covered by the Sol Go

Wide Solar 138 Canopy

Wide Sun/Rain 138 Solar Canopy (For use with 138 solar panel)

Recently Viewed Items

Engines for yachts and sport fishing boats

High power density and unbeatable smoothness.

Important facts about MAN engines for yachts and sports fishing boats

For yachts and sport boats, MAN Engines offers powerful and compact high-speed diesel engines from 537 kW to 1,471 kW (730 HP to 2,000 HP). All MAN engines are characterised by high power development even in the lower speed range – with extremely economical fuel consumption. The advantages of the V-engines in the power range from 735 kW to 1,471 kW (1,000 HP to 2,000 HP) lie primarily in their outstanding power output combined with compact dimensions.

After installation, MAN Engines offers inspection and acceptance as well as comprehensive commissioning of the engine. With the Gold Standard certificate for this engine acceptance, the boat owner receives an additional warranty. All engines comply with the internationally applicable exhaust emission regulations. As dynamic high-performance products, MAN engines impress with high pulling power that gets you safely and comfortably to your destination – and even at high power, the engines run quietly with low vibration. In addition, the low power-to-weight ratio allows you to optimally plan the loading of your yacht.

Applications

• (Luxury) yachts
• Sport fishing boats

MAN engines for yachts and sport fishing boats at a glance

High power density combined with economical fuel consumption

• 12 cylinders. 29,6 litres displacemnt
• Bore 138 mm, stoke 165 mm
• Power 1618 kW
• 12 cylinders. 24.2 litres displacement
• Bore 128 mm, stroke 157 mm
• Power 1471 kW
• Power 1397 kW
• Power 1213 kW (V12-1650), 1324 kW (V12-1800)
• Power 1029 kW (V12-1400), 1140 kW (V12-1550)
• 8 cylinders. 16.2 litres displacement
• Power 735 kW (V8-1000), 882 kW (V8-1200), 956 kW (V8-1300)
• 6 cylinders. 12.4 litres displacement
• Bore 126 mm, stroke 166 mm
• Power 537 kW (i6-730), 588 kW (i6 800), 625 kW (i6-850)

Technical data

Always low-vibration and quiet even at high output

Current emission certificates

Can be used worldwide – an investment in the future

MAN Engines offers all globally important emission certificates for its yacht engines: These are specifically EPA Tier 3 recreational, China Marine Recreational Stage II, IMO Tier II and RCD 2013/53/EC (EU Recreational Craft Directive). In this way, shipyards and yacht builders secure worldwide sales markets and operators receive the greatest possible flexibility in the use and resale of their boats.

MAN Engines has received the latest type approval (homologation) for its twelve-, eight- and six-cylinder engines for the China Marine Recreational Stage II exhaust emission standard for yachts and sport fishing boats. With its limit values of 5.8 g/kWh nitrogen oxides (NO x ) and 0.12 g/kWh particulate matter (PM) – in the power class offered by MAN Engines – this complies with the EU and US limit values. The China Marine Recreational Stage II emission standard will come into force on 1 July 2022. The already applicable China Marine Recreational Stage I emission level is also covered by the current certificate.

iSea Marine Electronics

In focus: learn more about.

In the future, MAN Engines will offer more and more electric drive solutions. In an interview, Head of Sales Reiner Rößner talks about possible products, useful applications and the benefits that MAN Engines can offer its customers.

Werner Kübler is the Head of Development at MAN Engines. In the future, he sees room for a wide range of different drive types – tailored to the respective application.

A second career for used cooking oil: The Finnish company Neste turns this and other waste materials into renewable diesel, also known as HVO100. MAN Engines has given many of its engines the green light for this fuel.

Want more information? This way, please!

Consultancy let’s meet in person:, any questions, links and downloads, embedding third-party content.

This website uses third-party content. In order to use the website and its full range of offers, please consent to the collection and processing of your personal data by the relevant third-party providers. To do so, please click on the red “Accept” button.

Further information can be found on our Data Protection & Cookies page.

Find anything you save across the site in your account

The Haves and the Have-Yachts

By Evan Osnos

In the Victorian era, it was said that the length of a man’s boat, in feet, should match his age, in years. The Victorians would have had some questions at the fortieth annual Palm Beach International Boat Show, which convened this March on Florida’s Gold Coast. A typical offering: a two-hundred-and-three-foot superyacht named Sea Owl, selling secondhand for ninety million dollars. The owner, Robert Mercer, the hedge-fund tycoon and Republican donor, was throwing in furniture and accessories, including several auxiliary boats, a Steinway piano, a variety of frescoes, and a security system that requires fingerprint recognition. Nevertheless, Mercer’s package was a modest one; the largest superyachts are more than five hundred feet, on a scale with naval destroyers, and cost six or seven times what he was asking.

For the small, tight-lipped community around the world’s biggest yachts, the Palm Beach show has the promising air of spring training. On the cusp of the summer season, it affords brokers and builders and owners (or attendants from their family offices) a chance to huddle over the latest merchandise and to gather intelligence: Who’s getting in? Who’s getting out? And, most pressingly, who’s ogling a bigger boat?

On the docks, brokers parse the crowd according to a taxonomy of potential. Guests asking for tours face a gantlet of greeters, trained to distinguish “superrich clients” from “ineligible visitors,” in the words of Emma Spence, a former greeter at the Palm Beach show. Spence looked for promising clues (the right shoes, jewelry, pets) as well as for red flags (cameras, ornate business cards, clothes with pop-culture references). For greeters from elsewhere, Palm Beach is a challenging assignment. Unlike in Europe, where money can still produce some visible tells—Hunter Wellies, a Barbour jacket—the habits of wealth in Florida offer little that’s reliable. One colleague resorted to binoculars, to spot a passerby with a hundred-thousand-dollar watch. According to Spence, people judged to have insufficient buying power are quietly marked for “dissuasion.”

For the uninitiated, a pleasure boat the length of a football field can be bewildering. Andy Cohen, the talk-show host, recalled his first visit to a superyacht owned by the media mogul Barry Diller: “I was like the Beverly Hillbillies.” The boats have grown so vast that some owners place unique works of art outside the elevator on each deck, so that lost guests don’t barge into the wrong stateroom.

At the Palm Beach show, I lingered in front of a gracious vessel called Namasté, until I was dissuaded by a wooden placard: “Private yacht, no boarding, no paparazzi.” In a nearby berth was a two-hundred-and-eighty-foot superyacht called Bold, which was styled like a warship, with its own helicopter hangar, three Sea-Doos, two sailboats, and a color scheme of gunmetal gray. The rugged look is a trend; “explorer” vessels, equipped to handle remote journeys, are the sport-utility vehicles of yachting.

If you hail from the realm of ineligible visitors, you may not be aware that we are living through the “greatest boom in the yacht business that’s ever existed,” as Bob Denison—whose firm, Denison Yachting, is one of the world’s largest brokers—told me. “Every broker, every builder, up and down the docks, is having some of the best years they’ve ever experienced.” In 2021, the industry sold a record eight hundred and eighty-seven superyachts worldwide, nearly twice the previous year’s total. With more than a thousand new superyachts on order, shipyards are so backed up that clients unaccustomed to being told no have been shunted to waiting lists.

One reason for the increased demand for yachts is the pandemic. Some buyers invoke social distancing; others, an existential awakening. John Staluppi, of Palm Beach Gardens, who made a fortune from car dealerships, is looking to upgrade from his current, sixty-million-dollar yacht. “When you’re forty or fifty years old, you say, ‘I’ve got plenty of time,’ ” he told me. But, at seventy-five, he is ready to throw in an extra fifteen million if it will spare him three years of waiting. “Is your life worth five million dollars a year? I think so,” he said. A deeper reason for the demand is the widening imbalance of wealth. Since 1990, the United States’ supply of billionaires has increased from sixty-six to more than seven hundred, even as the median hourly wage has risen only twenty per cent. In that time, the number of truly giant yachts—those longer than two hundred and fifty feet—has climbed from less than ten to more than a hundred and seventy. Raphael Sauleau, the C.E.O. of Fraser Yachts, told me bluntly, “ COVID and wealth—a perfect storm for us.”

And yet the marina in Palm Beach was thrumming with anxiety. Ever since the Russian President, Vladimir Putin, launched his assault on Ukraine, the superyacht world has come under scrutiny. At a port in Spain, a Ukrainian engineer named Taras Ostapchuk, working aboard a ship that he said was owned by a Russian arms dealer, threw open the sea valves and tried to sink it to the bottom of the harbor. Under arrest, he told a judge, “I would do it again.” Then he returned to Ukraine and joined the military. Western allies, in the hope of pressuring Putin to withdraw, have sought to cut off Russian oligarchs from businesses and luxuries abroad. “We are coming for your ill-begotten gains,” President Joe Biden declared, in his State of the Union address.

Nobody can say precisely how many of Putin’s associates own superyachts—known to professionals as “white boats”—because the white-boat world is notoriously opaque. Owners tend to hide behind shell companies, registered in obscure tax havens, attended by private bankers and lawyers. But, with unusual alacrity, authorities have used subpoenas and police powers to freeze boats suspected of having links to the Russian élite. In Spain, the government detained a hundred-and-fifty-million-dollar yacht associated with Sergei Chemezov, the head of the conglomerate Rostec, whose bond with Putin reaches back to their time as K.G.B. officers in East Germany. (As in many cases, the boat is not registered to Chemezov; the official owner is a shell company connected to his stepdaughter, a teacher whose salary is likely about twenty-two hundred dollars a month.) In Germany, authorities impounded the world’s most voluminous yacht, Dilbar, for its ties to the mining-and-telecom tycoon Alisher Usmanov. And in Italy police have grabbed a veritable armada, including a boat owned by one of Russia’s richest men, Alexei Mordashov, and a colossus suspected of belonging to Putin himself, the four-hundred-and-fifty-nine-foot Scheherazade.

In Palm Beach, the yachting community worried that the same scrutiny might be applied to them. “Say your superyacht is in Asia, and there’s some big conflict where China invades Taiwan,” Denison told me. “China could spin it as ‘Look at these American oligarchs!’ ” He wondered if the seizures of superyachts marked a growing political animus toward the very rich. “Whenever things are economically or politically disruptive,” he said, “it’s hard to justify taking an insane amount of money and just putting it into something that costs a lot to maintain, depreciates, and is only used for having a good time.”

Nobody pretends that a superyacht is a productive place to stash your wealth. In a column this spring headlined “ A SUPERYACHT IS A TERRIBLE ASSET ,” the Financial Times observed, “Owning a superyacht is like owning a stack of 10 Van Goghs, only you are holding them over your head as you tread water, trying to keep them dry.”

Not so long ago, status transactions among the élite were denominated in Old Masters and in the sculptures of the Italian Renaissance. Joseph Duveen, the dominant art dealer of the early twentieth century, kept the oligarchs of his day—Andrew Mellon, Jules Bache, J. P. Morgan—jockeying over Donatellos and Van Dycks. “When you pay high for the priceless,” he liked to say, “you’re getting it cheap.”

Link copied

In the nineteen-fifties, the height of aspirational style was fine French furniture—F.F.F., as it became known in certain precincts of Fifth Avenue and Palm Beach. Before long, more and more money was going airborne. Hugh Hefner, a pioneer in the private-jet era, decked out a plane he called Big Bunny, where he entertained Elvis Presley, Raquel Welch, and James Caan. The oil baron Armand Hammer circled the globe on his Boeing 727, paying bribes and recording evidence on microphones hidden in his cufflinks. But, once it seemed that every plutocrat had a plane, the thrill was gone.

In any case, an airplane is just transportation. A big ship is a floating manse, with a hierarchy written right into the nomenclature. If it has a crew working aboard, it’s a yacht. If it’s more than ninety-eight feet, it’s a superyacht. After that, definitions are debated, but people generally agree that anything more than two hundred and thirty feet is a megayacht, and more than two hundred and ninety-five is a gigayacht. The world contains about fifty-four hundred superyachts, and about a hundred gigayachts.

For the moment, a gigayacht is the most expensive item that our species has figured out how to own. In 2019, the hedge-fund billionaire Ken Griffin bought a quadruplex on Central Park South for two hundred and forty million dollars, the highest price ever paid for a home in America. In May, an unknown buyer spent about a hundred and ninety-five million on an Andy Warhol silk-screen portrait of Marilyn Monroe. In luxury-yacht terms, those are ordinary numbers. “There are a lot of boats in build well over two hundred and fifty million dollars,” Jamie Edmiston, a broker in Monaco and London, told me. His buyers are getting younger and more inclined to spend long stretches at sea. “High-speed Internet, telephony, modern communications have made working easier,” he said. “Plus, people made a lot more money earlier in life.”

A Silicon Valley C.E.O. told me that one appeal of boats is that they can “absorb the most excess capital.” He explained, “Rationally, it would seem to make sense for people to spend half a billion dollars on their house and then fifty million on the boat that they’re on for two weeks a year, right? But it’s gone the other way. People don’t want to live in a hundred-thousand-square-foot house. Optically, it’s weird. But a half-billion-dollar boat, actually, is quite nice.” Staluppi, of Palm Beach Gardens, is content to spend three or four times as much on his yachts as on his homes. Part of the appeal is flexibility. “If you’re on your boat and you don’t like your neighbor, you tell the captain, ‘Let’s go to a different place,’ ” he said. On land, escaping a bad neighbor requires more work: “You got to try and buy him out or make it uncomfortable or something.” The preference for sea-based investment has altered the proportions of taste. Until recently, the Silicon Valley C.E.O. said, “a fifty-metre boat was considered a good-sized boat. Now that would be a little bit embarrassing.” In the past twenty years, the length of the average luxury yacht has grown by a third, to a hundred and sixty feet.

Thorstein Veblen, the economist who published “The Theory of the Leisure Class,” in 1899, argued that the power of “conspicuous consumption” sprang not from artful finery but from sheer needlessness. “In order to be reputable,” he wrote, “it must be wasteful.” In the yachting world, stories circulate about exotic deliveries by helicopter or seaplane: Dom Pérignon, bagels from Zabar’s, sex workers, a rare melon from the island of Hokkaido. The industry excels at selling you things that you didn’t know you needed. When you flip through the yachting press, it’s easy to wonder how you’ve gone this long without a personal submarine, or a cryosauna that “blasts you with cold” down to minus one hundred and ten degrees Celsius, or the full menagerie of “exclusive leathers,” such as eel and stingray.

But these shrines to excess capital exist in a conditional state of visibility: they are meant to be unmistakable to a slender stratum of society—and all but unseen by everyone else. Even before Russia’s invasion of Ukraine, the yachting community was straining to manage its reputation as a gusher of carbon emissions (one well-stocked diesel yacht is estimated to produce as much greenhouse gas as fifteen hundred passenger cars), not to mention the fact that the world of white boats is overwhelmingly white. In a candid aside to a French documentarian, the American yachtsman Bill Duker said, “If the rest of the world learns what it’s like to live on a yacht like this, they’re gonna bring back the guillotine.” The Dutch press recently reported that Jeff Bezos, the founder of Amazon, was building a sailing yacht so tall that the city of Rotterdam might temporarily dismantle a bridge that had survived the Nazis in order to let the boat pass to the open sea. Rotterdammers were not pleased. On Facebook, a local man urged people to “take a box of rotten eggs with you and let’s throw them en masse at Jeff’s superyacht when it sails through.” At least thirteen thousand people expressed interest. Amid the uproar, a deputy mayor announced that the dismantling plan had been abandoned “for the time being.” (Bezos modelled his yacht partly on one owned by his friend Barry Diller, who has hosted him many times. The appreciation eventually extended to personnel, and Bezos hired one of Diller’s captains.)

As social media has heightened the scrutiny of extraordinary wealth, some of the very people who created those platforms have sought less observable places to spend it. But they occasionally indulge in some coded provocation. In 2006, when the venture capitalist Tom Perkins unveiled his boat in Istanbul, most passersby saw it adorned in colorful flags, but people who could read semaphore were able to make out a message: “Rarely does one have the privilege to witness vulgar ostentation displayed on such a scale.” As a longtime owner told me, “If you don’t have some guilt about it, you’re a rat.”

Alex Finley, a former C.I.A. officer who has seen yachts proliferate near her home in Barcelona, has weighed the superyacht era and its discontents in writings and on Twitter, using the hashtag #YachtWatch. “To me, the yachts are not just yachts,” she told me. “In Russia’s case, these are the embodiment of oligarchs helping a dictator destabilize our democracy while utilizing our democracy to their benefit.” But, Finley added, it’s a mistake to think the toxic symbolism applies only to Russia. “The yachts tell a whole story about a Faustian capitalism—this idea that we’re ready to sell democracy for short-term profit,” she said. “They’re registered offshore. They use every loophole that we’ve put in place for illicit money and tax havens. So they play a role in this battle, writ large, between autocracy and democracy.”

After a morning on the docks at the Palm Beach show, I headed to a more secluded marina nearby, which had been set aside for what an attendant called “the really big hardware.” It felt less like a trade show than like a boutique resort, with a swimming pool and a terrace restaurant. Kevin Merrigan, a relaxed Californian with horn-rimmed glasses and a high forehead pinked by the sun, was waiting for me at the stern of Unbridled, a superyacht with a brilliant blue hull that gave it the feel of a personal cruise ship. He invited me to the bridge deck, where a giant screen showed silent video of dolphins at play.

Merrigan is the chairman of the brokerage Northrop & Johnson, which has ridden the tide of growing boats and wealth since 1949. Lounging on a sofa mounded with throw pillows, he projected a nearly postcoital level of contentment. He had recently sold the boat we were on, accepted an offer for a behemoth beside us, and begun negotiating the sale of yet another. “This client owns three big yachts,” he said. “It’s a hobby for him. We’re at a hundred and ninety-one feet now, and last night he said, ‘You know, what do you think about getting a two hundred and fifty?’ ” Merrigan laughed. “And I was, like, ‘Can’t you just have dinner?’ ”

Among yacht owners, there are some unwritten rules of stratification: a Dutch-built boat will hold its value better than an Italian; a custom design will likely get more respect than a “series yacht”; and, if you want to disparage another man’s boat, say that it looks like a wedding cake. But, in the end, nothing says as much about a yacht, or its owner, as the delicate matter of L.O.A.—length over all.

The imperative is not usually length for length’s sake (though the longtime owner told me that at times there is an aspect of “phallic sizing”). “L.O.A.” is a byword for grandeur. In most cases, pleasure yachts are permitted to carry no more than twelve passengers, a rule set by the International Convention for the Safety of Life at Sea, which was conceived after the sinking of the Titanic. But those limits do not apply to crew. “So, you might have anything between twelve and fifty crew looking after those twelve guests,” Edmiston, the broker, said. “It’s a level of service you cannot really contemplate until you’ve been fortunate enough to experience it.”

As yachts have grown more capacious, and the limits on passengers have not, more and more space on board has been devoted to staff and to novelties. The latest fashions include IMAX theatres, hospital equipment that tests for dozens of pathogens, and ski rooms where guests can suit up for a helicopter trip to a mountaintop. The longtime owner, who had returned the previous day from his yacht, told me, “No one today—except for assholes and ridiculous people—lives on land in what you would call a deep and broad luxe life. Yes, people have nice houses and all of that, but it’s unlikely that the ratio of staff to them is what it is on a boat.” After a moment, he added, “Boats are the last place that I think you can get away with it.”

Even among the truly rich, there is a gap between the haves and the have-yachts. One boating guest told me about a conversation with a famous friend who keeps one of the world’s largest yachts. “He said, ‘The boat is the last vestige of what real wealth can do.’ What he meant is, You have a chef, and I have a chef. You have a driver, and I have a driver. You can fly privately, and I fly privately. So, the one place where I can make clear to the world that I am in a different fucking category than you is the boat.”

After Merrigan and I took a tour of Unbridled, he led me out to a waiting tender, staffed by a crew member with an earpiece on a coil. The tender, Merrigan said, would ferry me back to the busy main dock of the Palm Beach show. We bounced across the waves under a pristine sky, and pulled into the marina, where my fellow-gawkers were still trying to talk their way past the greeters. As I walked back into the scrum, Namasté was still there, but it looked smaller than I remembered.

For owners and their guests, a white boat provides a discreet marketplace for the exchange of trust, patronage, and validation. To diagram the precise workings of that trade—the customs and anxieties, strategies and slights—I talked to Brendan O’Shannassy, a veteran captain who is a curator of white-boat lore. Raised in Western Australia, O’Shannassy joined the Navy as a young man, and eventually found his way to skippering some of the world’s biggest yachts. He has worked for Paul Allen, the late co-founder of Microsoft, along with a few other billionaires he declines to name. Now in his early fifties, with patient green eyes and tufts of curly brown hair, O’Shannassy has had a vantage from which to monitor the social traffic. “It’s all gracious, and everyone’s kiss-kiss,” he said. “But there’s a lot going on in the background.”

O’Shannassy once worked for an owner who limited the number of newspapers on board, so that he could watch his guests wait and squirm. “It was a mind game amongst the billionaires. There were six couples, and three newspapers,” he said, adding, “They were ranking themselves constantly.” On some boats, O’Shannassy has found himself playing host in the awkward minutes after guests arrive. “A lot of them are savants, but some are very un-socially aware,” he said. “They need someone to be social and charming for them.” Once everyone settles in, O’Shannassy has learned, there is often a subtle shift, when a mogul or a politician or a pop star starts to loosen up in ways that are rarely possible on land. “Your security is relaxed—they’re not on your hip,” he said. “You’re not worried about paparazzi. So you’ve got all this extra space, both mental and physical.”

O’Shannassy has come to see big boats as a space where powerful “solar systems” converge and combine. “It is implicit in every interaction that their sharing of information will benefit both parties; it is an obsession with billionaires to do favours for each other. A referral, an introduction, an insight—it all matters,” he wrote in “Superyacht Captain,” a new memoir. A guest told O’Shannassy that, after a lavish display of hospitality, he finally understood the business case for buying a boat. “One deal secured on board will pay it all back many times over,” the guest said, “and it is pretty hard to say no after your kids have been hosted so well for a week.”

Take the case of David Geffen, the former music and film executive. He is long retired, but he hosts friends (and potential friends) on the four-hundred-and-fifty-four-foot Rising Sun, which has a double-height cinema, a spa and salon, and a staff of fifty-seven. In 2017, shortly after Barack and Michelle Obama departed the White House, they were photographed on Geffen’s boat in French Polynesia, accompanied by Bruce Springsteen, Oprah Winfrey, Tom Hanks, and Rita Wilson. For Geffen, the boat keeps him connected to the upper echelons of power. There are wealthier Americans, but not many of them have a boat so delectable that it can induce both a Democratic President and the workingman’s crooner to risk the aroma of hypocrisy.

The binding effect pays dividends for guests, too. Once people reach a certain level of fame, they tend to conclude that its greatest advantage is access. Spend a week at sea together, lingering over meals, observing one another floundering on a paddleboard, and you have something of value for years to come. Call to ask for an investment, an introduction, an internship for a wayward nephew, and you’ll at least get the call returned. It’s a mutually reinforcing circle of validation: she’s here, I’m here, we’re here.

But, if you want to get invited back, you are wise to remember your part of the bargain. If you work with movie stars, bring fresh gossip. If you’re on Wall Street, bring an insight or two. Don’t make the transaction obvious, but don’t forget why you’re there. “When I see the guest list,” O’Shannassy wrote, “I am aware, even if not all names are familiar, that all have been chosen for a purpose.”

For O’Shannassy, there is something comforting about the status anxieties of people who have everything. He recalled a visit to the Italian island of Sardinia, where his employer asked him for a tour of the boats nearby. Riding together on a tender, they passed one colossus after another, some twice the size of the owner’s superyacht. Eventually, the man cut the excursion short. “Take me back to my yacht, please,” he said. They motored in silence for a while. “There was a time when my yacht was the most beautiful in the bay,” he said at last. “How do I keep up with this new money?”

The summer season in the Mediterranean cranks up in May, when the really big hardware heads east from Florida and the Caribbean to escape the coming hurricanes, and reconvenes along the coasts of France, Italy, and Spain. At the center is the Principality of Monaco, the sun-washed tax haven that calls itself the “world’s capital of advanced yachting.” In Monaco, which is among the richest countries on earth, superyachts bob in the marina like bath toys.

The nearest hotel room at a price that would not get me fired was an Airbnb over the border with France. But an acquaintance put me on the phone with the Yacht Club de Monaco, a members-only establishment created by the late monarch His Serene Highness Prince Rainier III, whom the Web site describes as “a true visionary in every respect.” The club occasionally rents rooms—“cabins,” as they’re called—to visitors in town on yacht-related matters. Claudia Batthyany, the elegant director of special projects, showed me to my cabin and later explained that the club does not aspire to be a hotel. “We are an association ,” she said. “Otherwise, it becomes”—she gave a gentle wince—“not that exclusive.”

Inside my cabin, I quickly came to understand that I would never be fully satisfied anywhere else again. The space was silent and aromatically upscale, bathed in soft sunlight that swept through a wall of glass overlooking the water. If I was getting a sudden rush of the onboard experience, that was no accident. The clubhouse was designed by the British architect Lord Norman Foster to evoke the opulent indulgence of ocean liners of the interwar years, like the Queen Mary. I found a handwritten welcome note, on embossed club stationery, set alongside an orchid and an assemblage of chocolate truffles: “The whole team remains at your entire disposal to make your stay a wonderful experience. Yours sincerely, Service Members.” I saluted the nameless Service Members, toiling for the comfort of their guests. Looking out at the water, I thought, intrusively, of a line from Santiago, Hemingway’s old man of the sea. “Do not think about sin,” he told himself. “It is much too late for that and there are people who are paid to do it.”

I had been assured that the Service Members would cheerfully bring dinner, as they might on board, but I was eager to see more of my surroundings. I consulted the club’s summer dress code. It called for white trousers and a blue blazer, and it discouraged improvisation: “No pocket handkerchief is to be worn above the top breast-pocket bearing the Club’s coat of arms.” The handkerchief rule seemed navigable, but I did not possess white trousers, so I skirted the lobby and took refuge in the bar. At a table behind me, a man with flushed cheeks and a British accent had a head start. “You’re a shitty negotiator,” he told another man, with a laugh. “Maybe sales is not your game.” A few seats away, an American woman was explaining to a foreign friend how to talk with conservatives: “If they say, ‘The earth is flat,’ you say, ‘Well, I’ve sailed around it, so I’m not so sure about that.’ ”

In the morning, I had an appointment for coffee with Gaëlle Tallarida, the managing director of the Monaco Yacht Show, which the Daily Mail has called the “most shamelessly ostentatious display of yachts in the world.” Tallarida was not born to that milieu; she grew up on the French side of the border, swimming at public beaches with a view of boats sailing from the marina. But she had a knack for highly organized spectacle. While getting a business degree, she worked on a student theatre festival and found it thrilling. Afterward, she got a job in corporate events, and in 1998 she was hired at the yacht show as a trainee.

With this year’s show five months off, Tallarida was already getting calls about what she described as “the most complex part of my work”: deciding which owners get the most desirable spots in the marina. “As you can imagine, they’ve got very big egos,” she said. “On top of that, I’m a woman. They are sometimes arriving and saying”—she pointed into the distance, pantomiming a decree—“ ‘O.K., I want that!  ’ ”

Just about everyone wants his superyacht to be viewed from the side, so that its full splendor is visible. Most harbors, however, have a limited number of berths with a side view; in Monaco, there are only twelve, with prime spots arrayed along a concrete dike across from the club. “We reserve the dike for the biggest yachts,” Tallarida said. But try telling that to a man who blew his fortune on a small superyacht.

Whenever possible, Tallarida presents her verdicts as a matter of safety: the layout must insure that “in case of an emergency, any boat can go out.” If owners insist on preferential placement, she encourages a yachting version of the Golden Rule: “What if, next year, I do that to you? Against you?”

Does that work? I asked. She shrugged. “They say, ‘Eh.’ ” Some would gladly risk being a victim next year in order to be a victor now. In the most awful moment of her career, she said, a man who was unhappy with his berth berated her face to face. “I was in the office, feeling like a little girl, with my daddy shouting at me. I said, ‘O.K., O.K., I’m going to give you the spot.’ ”

Securing just the right place, it must be said, carries value. Back at the yacht club, I was on my terrace, enjoying the latest delivery by the Service Members—an airy French omelette and a glass of preternaturally fresh orange juice. I thought guiltily of my wife, at home with our kids, who had sent a text overnight alerting me to a maintenance issue that she described as “a toilet debacle.”

Then I was distracted by the sight of a man on a yacht in the marina below. He was staring up at me. I went back to my brunch, but, when I looked again, there he was—a middle-aged man, on a mid-tier yacht, juiceless, on a greige banquette, staring up at my perfect terrace. A surprising sensation started in my chest and moved outward like a warm glow: the unmistakable pang of superiority.

That afternoon, I made my way to the bar, to meet the yacht club’s general secretary, Bernard d’Alessandri, for a history lesson. The general secretary was up to code: white trousers, blue blazer, club crest over the heart. He has silver hair, black eyebrows, and a tan that evokes high-end leather. “I was a sailing teacher before this,” he said, and gestured toward the marina. “It was not like this. It was a village.”

Before there were yacht clubs, there were jachten , from the Dutch word for “hunt.” In the seventeenth century, wealthy residents of Amsterdam created fast-moving boats to meet incoming cargo ships before they hit port, in order to check out the merchandise. Soon, the Dutch owners were racing one another, and yachting spread across Europe. After a visit to Holland in 1697, Peter the Great returned to Russia with a zeal for pleasure craft, and he later opened Nevsky Flot, one of the world’s first yacht clubs, in St. Petersburg.

For a while, many of the biggest yachts were symbols of state power. In 1863, the viceroy of Egypt, Isma’il Pasha, ordered up a steel leviathan called El Mahrousa, which was the world’s longest yacht for a remarkable hundred and nineteen years, until the title was claimed by King Fahd of Saudi Arabia. In the United States, Franklin Delano Roosevelt received guests aboard the U.S.S. Potomac, which had a false smokestack containing a hidden elevator, so that the President could move by wheelchair between decks.

But yachts were finding new patrons outside politics. In 1954, the Greek shipping baron Aristotle Onassis bought a Canadian Navy frigate and spent four million dollars turning it into Christina O, which served as his home for months on end—and, at various times, as a home to his companions Maria Callas, Greta Garbo, and Jacqueline Kennedy. Christina O had its flourishes—a Renoir in the master suite, a swimming pool with a mosaic bottom that rose to become a dance floor—but none were more distinctive than the appointments in the bar, which included whales’ teeth carved into pornographic scenes from the Odyssey and stools upholstered in whale foreskins.

For Onassis, the extraordinary investments in Christina O were part of an epic tit for tat with his archrival, Stavros Niarchos, a fellow shipping tycoon, which was so entrenched that it continued even after Onassis’s death, in 1975. Six years later, Niarchos launched a yacht fifty-five feet longer than Christina O: Atlantis II, which featured a swimming pool on a gyroscope so that the water would not slosh in heavy seas. Atlantis II, now moored in Monaco, sat before the general secretary and me as we talked.

Over the years, d’Alessandri had watched waves of new buyers arrive from one industry after another. “First, it was the oil. After, it was the telecommunications. Now, they are making money with crypto,” he said. “And, each time, it’s another size of the boat, another design.” What began as symbols of state power had come to represent more diffuse aristocracies—the fortunes built on carbon, capital, and data that migrated across borders. As early as 1908, the English writer G. K. Chesterton wondered what the big boats foretold of a nation’s fabric. “The poor man really has a stake in the country,” he wrote. “The rich man hasn’t; he can go away to New Guinea in a yacht.”

Each iteration of fortune left its imprint on the industry. Sheikhs, who tend to cruise in the world’s hottest places, wanted baroque indoor spaces and were uninterested in sundecks. Silicon Valley favored acres of beige, more Sonoma than Saudi. And buyers from Eastern Europe became so abundant that shipyards perfected the onboard banya , a traditional Russian sauna stocked with birch and eucalyptus. The collapse of the Soviet Union, in 1991, had minted a generation of new billionaires, whose approach to money inspired a popular Russian joke: One oligarch brags to another, “Look at this new tie. It cost me two hundred bucks!” To which the other replies, “You moron. You could’ve bought the same one for a thousand!”

In 1998, around the time that the Russian economy imploded, the young tycoon Roman Abramovich reportedly bought a secondhand yacht called Sussurro—Italian for “whisper”—which had been so carefully engineered for speed that each individual screw was weighed before installation. Soon, Russians were competing to own the costliest ships. “If the most expensive yacht in the world was small, they would still want it,” Maria Pevchikh, a Russian investigator who helps lead the Anti-Corruption Foundation, told me.

In 2008, a thirty-six-year-old industrialist named Andrey Melnichenko spent some three hundred million dollars on Motor Yacht A, a radical experiment conceived by the French designer Philippe Starck, with a dagger-shaped hull and a bulbous tower topped by a master bedroom set on a turntable that pivots to capture the best view. The shape was ridiculed as “a giant finger pointing at you” and “one of the most hideous vessels ever to sail,” but it marked a new prominence for Russian money at sea. Today, post-Soviet élites are thought to own a fifth of the world’s gigayachts.

Even Putin has signalled his appreciation, being photographed on yachts in the Black Sea resort of Sochi. In an explosive report in 2012, Boris Nemtsov, a former Deputy Prime Minister, accused Putin of amassing a storehouse of outrageous luxuries, including four yachts, twenty homes, and dozens of private aircraft. Less than three years later, Nemtsov was fatally shot while crossing a bridge near the Kremlin. The Russian government, which officially reports that Putin collects a salary of about a hundred and forty thousand dollars and possesses a modest apartment in Moscow, denied any involvement.

Many of the largest, most flamboyant gigayachts are designed in Monaco, at a sleek waterfront studio occupied by the naval architect Espen Øino. At sixty, Øino has a boyish mop and the mild countenance of a country parson. He grew up in a small town in Norway, the heir to a humble maritime tradition. “My forefathers built wooden rowing boats for four generations,” he told me. In the late eighties, he was designing sailboats when his firm won a commission to design a megayacht for Emilio Azcárraga, the autocratic Mexican who built Televisa into the world’s largest Spanish-language broadcaster. Azcárraga was nicknamed El Tigre, for his streak of white hair and his comfort with confrontation; he kept a chair in his office that was unusually high off the ground, so that visitors’ feet dangled like children’s.

In early meetings, Øino recalled, Azcárraga grew frustrated that the ideas were not dazzling enough. “You must understand,” he said. “I don’t go to port very often with my boats, but, when I do, I want my presence to be felt.”

The final design was suitably arresting; after the boat was completed, Øino had no shortage of commissions. In 1998, he was approached by Paul Allen, of Microsoft, to build a yacht that opened the way for the Goliaths that followed. The result, called Octopus, was so large that it contained a submarine marina in its belly, as well as a helicopter hangar that could be converted into an outdoor performance space. Mick Jagger and Bono played on occasion. I asked Øino why owners obsessed with secrecy seem determined to build the world’s most conspicuous machines. He compared it to a luxury car with tinted windows. “People can’t see you, but you’re still in that expensive, impressive thing,” he said. “We all need to feel that we’re important in one way or another.”

In recent months, Øino has seen some of his creations detained by governments in the sanctions campaign. When we spoke, he condemned the news coverage. “Yacht equals Russian equals evil equals money,” he said disdainfully. “It’s a bit tragic, because the yachts have become synonymous with the bad guys in a James Bond movie.”

What about Scheherazade, the giant yacht that U.S. officials have alleged is held by a Russian businessman for Putin’s use? Øino, who designed the ship, rejected the idea. “We have designed two yachts for heads of state, and I can tell you that they’re completely different, in terms of the layout and everything, from Scheherazade.” He meant that the details said plutocrat, not autocrat.

For the time being, Scheherazade and other Øino creations under detention across Europe have entered a strange legal purgatory. As lawyers for the owners battle to keep the ships from being permanently confiscated, local governments are duty-bound to maintain them until a resolution is reached. In a comment recorded by a hot mike in June, Jake Sullivan, the U.S. national-security adviser, marvelled that “people are basically being paid to maintain Russian superyachts on behalf of the United States government.” (It usually costs about ten per cent of a yacht’s construction price to keep it afloat each year. In May, officials in Fiji complained that a detained yacht was costing them more than a hundred and seventy-one thousand dollars a day.)

Stranger still are the Russian yachts on the lam. Among them is Melnichenko’s much maligned Motor Yacht A. On March 9th, Melnichenko was sanctioned by the European Union, and although he denied having close ties to Russia’s leadership, Italy seized one of his yachts—a six-hundred-million-dollar sailboat. But Motor Yacht A slipped away before anyone could grab it. Then the boat turned off the transponder required by international maritime rules, so that its location could no longer be tracked. The last ping was somewhere near the Maldives, before it went dark on the high seas.

The very largest yachts come from Dutch and German shipyards, which have experience in naval vessels, known as “gray boats.” But the majority of superyachts are built in Italy, partly because owners prefer to visit the Mediterranean during construction. (A British designer advises those who are weighing their choices to take the geography seriously, “unless you like schnitzel.”)

In the past twenty-two years, nobody has built more superyachts than the Vitellis, an Italian family whose patriarch, Paolo Vitelli, got his start in the seventies, manufacturing smaller boats near a lake in the mountains. By 1985, their company, Azimut, had grown large enough to buy the Benetti shipyards, which had been building enormous yachts since the nineteenth century. Today, the combined company builds its largest boats near the sea, but the family still works in the hill town of Avigliana, where a medieval monastery towers above a valley. When I visited in April, Giovanna Vitelli, the vice-president and the founder’s daughter, led me through the experience of customizing a yacht.

“We’re using more and more virtual reality,” she said, and a staffer fitted me with a headset. When the screen blinked on, I was inside a 3-D mockup of a yacht that is not yet on the market. I wandered around my suite for a while, checking out swivel chairs, a modish sideboard, blond wood panelling on the walls. It was convincing enough that I collided with a real-life desk.

After we finished with the headset, it was time to pick the décor. The industry encourages an introspective evaluation: What do you want your yacht to say about you? I was handed a vibrant selection of wood, marble, leather, and carpet. The choices felt suddenly grave. Was I cut out for the chiselled look of Cream Vesuvio, or should I accept that I’m a gray Cardoso Stone? For carpets, I liked the idea of Chablis Corn White—Paris and the prairie, together at last. But, for extra seating, was it worth splurging for the V.I.P. Vanity Pouf?

Some designs revolve around a single piece of art. The most expensive painting ever sold, Leonardo da Vinci’s “Salvator Mundi,” reportedly was hung on the Saudi crown prince Mohammed bin Salman’s four-hundred-and-thirty-nine-foot yacht Serene, after the Louvre rejected a Saudi demand that it hang next to the “Mona Lisa.” Art conservators blanched at the risks that excess humidity and fluctuating temperatures could pose to a five-hundred-year-old painting. Often, collectors who want to display masterpieces at sea commission replicas.

If you’ve just put half a billion dollars into a boat, you may have qualms about the truism that material things bring less happiness than experiences do. But this, too, can be finessed. Andrew Grant Super, a co-founder of the “experiential yachting” firm Berkeley Rand, told me that he served a uniquely overstimulated clientele: “We call them the bored billionaires.” He outlined a few of his experience products. “We can plot half of the Pacific Ocean with coördinates, to map out the Battle of Midway,” he said. “We re-create the full-blown battles of the giant ships from America and Japan. The kids have haptic guns and haptic vests. We put the smell of cordite and cannon fire on board, pumping around them.” For those who aren’t soothed by the scent of cordite, Super offered an alternative. “We fly 3-D-printed, architectural freestanding restaurants into the middle of the Maldives, on a sand shelf that can only last another eight hours before it disappears.”

For some, the thrill lies in the engineering. Staluppi, born in Brooklyn, was an auto mechanic who had no experience with the sea until his boss asked him to soup up a boat. “I took the six-cylinder engines out and put V-8 engines in,” he recalled. Once he started commissioning boats of his own, he built scale models to conduct tests in water tanks. “I knew I could never have the biggest boat in the world, so I says, ‘You know what? I want to build the fastest yacht in the world.’ The Aga Khan had the fastest yacht, and we just blew right by him.”

In Italy, after decking out my notional yacht, I headed south along the coast, to Tuscan shipyards that have evolved with each turn in the country’s history. Close to the Carrara quarries, which yielded the marble that Michelangelo turned into David, ships were constructed in the nineteenth century, to transport giant blocks of stone. Down the coast, the yards in Livorno made warships under the Fascists, until they were bombed by the Allies. Later, they began making and refitting luxury yachts. Inside the front gate of a Benetti shipyard in Livorno, a set of models depicted the firm’s famous modern creations. Most notable was the megayacht Nabila, built in 1980 for the high-living arms dealer Adnan Khashoggi, with a hundred rooms and a disco that was the site of legendary decadence. (Khashoggi’s budget for prostitution was so extravagant that a French prosecutor later estimated he paid at least half a million dollars to a single madam in a single year.)

In 1987, shortly before Khashoggi was indicted for mail fraud and obstruction of justice (he was eventually acquitted), the yacht was sold to the real-estate developer Donald Trump, who renamed it Trump Princess. Trump was never comfortable on a boat—“Couldn’t get off fast enough,” he once said—but he liked to impress people with his yacht’s splendor. In 1991, while three billion dollars in debt, Trump ceded the vessel to creditors. Later in life, though, he discovered enthusiastic support among what he called “our beautiful boaters,” and he came to see quality watercraft as a mark of virtue—a way of beating the so-called élite. “We got better houses, apartments, we got nicer boats, we’re smarter than they are,” he told a crowd in Fargo, North Dakota. “Let’s call ourselves, from now on, the super-élite.”

In the age of oversharing, yachts are a final sanctum of secrecy, even for some of the world’s most inveterate talkers. Oprah, after returning from her sojourn with the Obamas, rebuffed questions from reporters. “What happens on the boat stays on the boat,” she said. “We talked, and everybody else did a lot of paddleboarding.”

I interviewed six American superyacht owners at length, and almost all insisted on anonymity or held forth with stupefying blandness. “Great family time,” one said. Another confessed, “It’s really hard to talk about it without being ridiculed.” None needed to be reminded of David Geffen’s misadventure during the early weeks of the pandemic, when he Instagrammed a photo of his yacht in the Grenadines and posted that he was “avoiding the virus” and “hoping everybody is staying safe.” It drew thousands of responses, many marked #EatTheRich, others summoning a range of nautical menaces: “At least the pirates have his location now.”

The yachts extend a tradition of seclusion as the ultimate luxury. The Medici, in sixteenth-century Florence, built elevated passageways, or corridoi , high over the city to escape what a scholar called the “clash of classes, the randomness, the smells and confusions” of pedestrian life below. More recently, owners of prized town houses in London have headed in the other direction, building three-story basements so vast that their construction can require mining engineers—a trend that researchers in the United Kingdom named “luxified troglodytism.”

Water conveys a particular autonomy, whether it’s ringing the foot of a castle or separating a private island from the mainland. Peter Thiel, the billionaire venture capitalist, gave startup funding to the Seasteading Institute, a nonprofit group co-founded by Milton Friedman’s grandson, which seeks to create floating mini-states—an endeavor that Thiel considered part of his libertarian project to “escape from politics in all its forms.” Until that fantasy is realized, a white boat can provide a start. A recent feature in Boat International , a glossy trade magazine, noted that the new hundred-and-twenty-five-million-dollar megayacht Victorious has four generators and “six months’ autonomy” at sea. The builder, Vural Ak, explained, “In case of emergency, god forbid, you can live in open water without going to shore and keep your food stored, make your water from the sea.”

Much of the time, superyachts dwell beyond the reach of ordinary law enforcement. They cruise in international waters, and, when they dock, local cops tend to give them a wide berth; the boats often have private security, and their owners may well be friends with the Prime Minister. According to leaked documents known as the Paradise Papers, handlers proposed that the Saudi crown prince take delivery of a four-hundred-and-twenty-million-dollar yacht in “international waters in the western Mediterranean,” where the sale could avoid taxes.

Builders and designers rarely advertise beyond the trade press, and they scrupulously avoid leaks. At Lürssen, a German shipbuilding firm, projects are described internally strictly by reference number and code name. “We are not in the business for the glory,” Peter Lürssen, the C.E.O., told a reporter. The closest thing to an encyclopedia of yacht ownership is a site called SuperYachtFan, run by a longtime researcher who identifies himself only as Peter, with a disclaimer that he relies partly on “rumors” but makes efforts to confirm them. In an e-mail, he told me that he studies shell companies, navigation routes, paparazzi photos, and local media in various languages to maintain a database with more than thirteen hundred supposed owners. Some ask him to remove their names, but he thinks that members of that economic echelon should regard the attention as a “fact of life.”

To work in the industry, staff must adhere to the culture of secrecy, often enforced by N.D.A.s. On one yacht, O’Shannassy, the captain, learned to communicate in code with the helicopter pilot who regularly flew the owner from Switzerland to the Mediterranean. Before takeoff, the pilot would call with a cryptic report on whether the party included the presence of a Pomeranian. If any guest happened to overhear, their cover story was that a customs declaration required details about pets. In fact, the lapdog was a constant companion of the owner’s wife; if the Pomeranian was in the helicopter, so was she. “If no dog was in the helicopter,” O’Shannassy recalled, the owner was bringing “somebody else.” It was the captain’s duty to rebroadcast the news across the yacht’s internal radio: “Helicopter launched, no dog, I repeat no dog today”—the signal for the crew to ready the main cabin for the mistress, instead of the wife. They swapped out dresses, family photos, bathroom supplies, favored drinks in the fridge. On one occasion, the code got garbled, and the helicopter landed with an unanticipated Pomeranian. Afterward, the owner summoned O’Shannassy and said, “Brendan, I hope you never have such a situation, but if you do I recommend making sure the correct dresses are hanging when your wife comes into your room.”

In the hierarchy on board a yacht, the most delicate duties tend to trickle down to the least powerful. Yacht crew—yachties, as they’re known—trade manual labor and obedience for cash and adventure. On a well-staffed boat, the “interior team” operates at a forensic level of detail: they’ll use Q-tips to polish the rim of your toilet, tweezers to lift your fried-chicken crumbs from the teak, a toothbrush to clean the treads of your staircase.

Many are English-speaking twentysomethings, who find work by doing the “dock walk,” passing out résumés at marinas. The deals can be alluring: thirty-five hundred dollars a month for deckhands; fifty thousand dollars in tips for a decent summer in the Med. For captains, the size of the boat matters—they tend to earn about a thousand dollars per foot per year.

Yachties are an attractive lot, a community of the toned and chipper, which does not happen by chance; their résumés circulate with head shots. Before Andy Cohen was a talk-show host, he was the head of production and development at Bravo, where he green-lighted a reality show about a yacht crew: “It’s a total pressure cooker, and they’re actually living together while they’re working. Oh, and by the way, half of them are having sex with each other. What’s not going to be a hit about that?” The result, the gleefully seamy “Below Deck,” has been among the network’s top-rated shows for nearly a decade.

To stay in the business, captains and crew must absorb varying degrees of petty tyranny. An owner once gave O’Shannassy “a verbal beating” for failing to negotiate a lower price on champagne flutes etched with the yacht’s logo. In such moments, the captain responds with a deferential mantra: “There is no excuse. Your instruction was clear. I can only endeavor to make it better for next time.”

The job comes with perilously little protection. A big yacht is effectively a corporation with a rigid hierarchy and no H.R. department. In recent years, the industry has fielded increasingly outspoken complaints about sexual abuse, toxic impunity, and a disregard for mental health. A 2018 survey by the International Seafarers’ Welfare and Assistance Network found that more than half of the women who work as yacht crew had experienced harassment, discrimination, or bullying on board. More than four-fifths of the men and women surveyed reported low morale.

Karine Rayson worked on yachts for four years, rising to the position of “chief stew,” or stewardess. Eventually, she found herself “thinking of business ideas while vacuuming,” and tiring of the culture of entitlement. She recalled an episode in the Maldives when “a guest took a Jet Ski and smashed into a marine reserve. That damaged the coral, and broke his Jet Ski, so he had to clamber over the rocks and find his way to the shore. It was a private hotel, and the security got him and said, ‘Look, there’s a large fine, you have to pay.’ He said, ‘Don’t worry, the boat will pay for it.’ ” Rayson went back to school and became a psychotherapist. After a period of counselling inmates in maximum-security prisons, she now works with yacht crew, who meet with her online from around the world.

Rayson’s clients report a range of scenarios beyond the boundaries of ordinary employment: guests who did so much cocaine that they had no appetite for a chef’s meals; armed men who raided a boat offshore and threatened to take crew members to another country; owners who vowed that if a young stew told anyone about abuse she suffered on board they’d call in the Mafia and “skin me alive.” Bound by N.D.A.s, crew at sea have little recourse.“We were paranoid that our e-mails were being reviewed, or we were getting bugged,” Rayson said.

She runs an “exit strategy” course to help crew find jobs when they’re back on land. The adjustment isn’t easy, she said: “You’re getting paid good money to clean a toilet. So, when you take your C.V. to land-based employers, they might question your skill set.” Despite the stresses of yachting work, Rayson said, “a lot of them struggle with integration into land-based life, because they have all their bills paid for them, so they don’t pay for food. They don’t pay for rent. It’s a huge shock.”

It doesn’t take long at sea to learn that nothing is too rich to rust. The ocean air tarnishes metal ten times as fast as on land; saltwater infiltrates from below. Left untouched, a single corroding ulcer will puncture tanks, seize a motor, even collapse a hull. There are tricks, of course—shield sensitive parts with resin, have your staff buff away blemishes—but you can insulate a machine from its surroundings for only so long.

Hang around the superyacht world for a while and you see the metaphor everywhere. Four months after Putin’s invasion of Ukraine, the war had eaten a hole in his myths of competence. The Western campaign to isolate him and his oligarchs was proving more durable than most had predicted. Even if the seizures of yachts were mired in legal disputes, Finley, the former C.I.A. officer, saw them as a vital “pressure point.” She said, “The oligarchs supported Putin because he provided stable authoritarianism, and he can no longer guarantee that stability. And that’s when you start to have cracks.”

For all its profits from Russian clients, the yachting industry was unsentimental. Brokers stripped photos of Russian yachts from their Web sites; Lürssen, the German builder, sent questionnaires to clients asking who, exactly, they were. Business was roaring, and, if some Russians were cast out of the have-yachts, other buyers would replace them.

On a cloudless morning in Viareggio, a Tuscan town that builds almost a fifth of the world’s superyachts, a family of first-time owners from Tel Aviv made the final, fraught preparations. Down by the docks, their new boat was suspended above the water on slings, ready to be lowered for its official launch. The scene was set for a ceremony: white flags in the wind, a plexiglass lectern. It felt like the obverse of the dockside scrum at the Palm Beach show; by this point in the buying process, nobody was getting vetted through binoculars. Waitresses handed out glasses of wine. The yacht venders were in suits, but the new owners were in upscale Euro casual: untucked linen, tight jeans, twelve-hundred-dollar Prada sneakers. The family declined to speak to me (and the company declined to identify them). They had come asking for a smaller boat, but the sales staff had talked them up to a hundred and eleven feet. The Victorians would have been impressed.

The C.E.O. of Azimut Benetti, Marco Valle, was in a buoyant mood. “Sun. Breeze. Perfect day to launch a boat, right?” he told the owners. He applauded them for taking the “first step up the big staircase.” The selling of the next vessel had already begun.

Hanging aloft, their yacht looked like an artifact in the making; it was easy to imagine a future civilization sifting the sediment and discovering that an earlier society had engaged in a building spree of sumptuous arks, with accommodations for dozens of servants but only a few lucky passengers, plus the occasional Pomeranian.

We approached the hull, where a bottle of spumante hung from a ribbon in Italian colors. Two members of the family pulled back the bottle and slung it against the yacht. It bounced off and failed to shatter. “Oh, that’s bad luck,” a woman murmured beside me. Tales of that unhappy omen abound. In one memorable case, the bottle failed to break on Zaca, a schooner that belonged to Errol Flynn. In the years that followed, the crew mutinied and the boat sank; after being re-floated, it became the setting for Flynn’s descent into cocaine, alcohol, orgies, and drug smuggling. When Flynn died, new owners brought in an archdeacon for an onboard exorcism.

In the present case, the bottle broke on the second hit, and confetti rained down. As the family crowded around their yacht for photos, I asked Valle, the C.E.O., about the shortage of new boats. “Twenty-six years I’ve been in the nautical business—never been like this,” he said. He couldn’t hire enough welders and carpenters. “I don’t know for how long it will last, but we’ll try to get the profits right now.”

Whatever comes, the white-boat world is preparing to insure future profits, too. In recent years, big builders and brokers have sponsored a rebranding campaign dedicated to “improving the perception of superyachting.” (Among its recommendations: fewer ads with girls in bikinis and high heels.) The goal is partly to defuse #EatTheRich, but mostly it is to soothe skittish buyers. Even the dramatic increase in yacht ownership has not kept up with forecasts of the global growth in billionaires—a disparity that represents the “one dark cloud we can see on the horizon,” as Øino, the naval architect, said during an industry talk in Norway. He warned his colleagues that they needed to reach those “potential yacht owners who, for some reason, have decided not to step up to the plate.”

But, to a certain kind of yacht buyer, even aggressive scrutiny can feel like an advertisement—a reminder that, with enough access and cash, you can ride out almost any storm. In April, weeks after the fugitive Motor Yacht A went silent, it was rediscovered in physical form, buffed to a shine and moored along a creek in the United Arab Emirates. The owner, Melnichenko, had been sanctioned by the E.U., Switzerland, Australia, and the U.K. Yet the Emirates had rejected requests to join those sanctions and had become a favored wartime haven for Russian money. Motor Yacht A was once again arrayed in almost plain sight, like semaphore flags in the wind. ♦

New Yorker Favorites

Has an old Soviet mystery finally been solved ?

Why the rules of mustard and spaghetti sauce don’t apply to ketchup .

The actress who magnified her celebrity by suddenly renouncing it .

How the Unabomber avoided the death penalty .

The shareable feast of Jeremy Allen White’s Calvin Klein ad .

Fiction by Jamaica Kincaid: “Girl”

Support The New Yorker’s award-winning journalism. Subscribe today .

By signing up, you agree to our User Agreement and Privacy Policy & Cookie Statement . This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

By Ian Parker

By Bruce Headlam

By Daniel Immerwahr

By Kapil Komireddi

The global authority in superyachting

• NEWSLETTERS
• Yachts Home
• The Superyacht Directory
• Yacht Reports
• Brokerage News
• The largest yachts in the world
• The Register
• Yacht Advice
• Yacht Design
• 12m to 24m yachts
• Monaco Yacht Show
• Builder Directory
• Designer Directory
• Interior Design Directory
• Naval Architect Directory
• Yachts for sale home
• Motor yachts
• Sailing yachts
• Explorer yachts
• Classic yachts
• Sale Broker Directory
• Charter Home
• Yachts for Charter
• Charter Destinations
• Charter Broker Directory
• Destinations Home
• Mediterranean
• South Pacific
• Rest of the World
• Boat Life Home
• Owners' Experiences
• Interiors Suppliers
• Owners' Club
• Captains' Club
• BOAT Showcase
• Boat Presents
• Events Home
• World Superyacht Awards
• Superyacht Design Festival
• Design and Innovation Awards
• Young Designer of the Year Award
• Artistry and Craft Awards
• Explorer Yachts Summit
• Ocean Talks
• The Ocean Awards
• BOAT Connect
• Between the bays
• Golf Invitational
• Boat Pro Home
• Superyacht Insight
• Global Order Book
• Premium Content
• Product Features
• Testimonials
• Pricing Plan
• Tenders & Equipment

Charter yacht of the week: the 86m Oceanco Man of Steel that kept the world guessing for more than 10 years

Each week, we place a spotlight on the world’s finest superyachts for charter . This week, BOAT delves into the details of the 86-metre Man of Steel, the yacht that has maintained a sparkling reputation more than 10 years after her delivery…

After she hit the water in 2010, the 86-metre Oceanco , Man of Steel (ex Seven Seas ), remained shrouded in secrecy. She cruised the world, teasing onlookers as to what lies beneath the surface, and with an exterior so commanding, people were longing to see her interiors. In 2021, the superyacht was sold , renamed and after more than 10 years in secrecy, was introduced to the charter market revealing her remarkable interiors and a long list of top charter credentials.

To this day, Man of Steel represents an exciting period for Dutch superyacht builder, Oceanco, with predecessors including 85.5-metre Sunrays (2010) , 85.5-metre Vibrant Curiosity (2009), and 75.5-metre Wheels (2008), all who had the industry’s attention. 

Fast forward to 14 years later, and we can still see why these yachts were such mighty achievements as they are now mostly available for charter and each lies in immaculate condition.

Key Features

LOA: 86m Year: 2010 Builder : Oceanco Guests: 12 Crew : 28 Summer cruising : Western Mediterranean

Charter management: Ocean Independence

Contemporary and elegant; are the words that were often used to describe her hidden interiors across the world. Frustratingly, this gave nothing away, but now we see how few better worlds could be used to encapsulate these spaces, which are warm and welcoming thanks to her soft colour palate.

Created in collaboration between Nuvolari Lenard and Molly Isaksen, her interior spaces are filled with cream furniture and softened somewhat with light woods and loud contemporary art. Intricately designed indirect lighting helps to bring the spaces to life, giving the welcome impression of floating furniture and more natural light throughout. As you step aboard and head to the main saloon, guests will be presented with a huge space, centred around a large U-shaped sofa flanked by bookcases.

Persian rugs are placed upon oak flooring throughout the yacht, while cushions do well to inject colour into the space. She boasts a state-of-the-art private cinema with tiered seating and a 10-square-metre screen. Should guests wish to watch a movie under the stars, another outside projector plays onto a 4.5-metre glass wall by the infinity pool on the aft deck.

Widely recognised for her vast spa centre with a gym and resident therapist, those looking to keep up with the fitness routine can do so in the fully stocked gym, steam room, or with a massage on board.

Life on board Man of Steel

Accommodation on board is for 12 comprising the owner’s suite on a private deck with a Jacuzzi, a full-beam VIP, three doubles and one triple cabin on the main deck and a further sea cabin on the lower deck, which is big enough for three. The owner's cabin benefits from a huge walk-in wardrobe with white carpets, as well as an oak-panelled office for those who need to check in during their stay. The crew quarters meanwhile allow for a staff of 28.

Guests can arrive in style thanks to the touch-and-go helipad, and then spend their days on deck soaking up the sunshine in her two pools surrounded by sun loungers and al fresco dining spaces. With an aft deck that offers a colossal 250 square metres of space, it's easy to see why Man of Steel is an entertainer at heart.

Each of the decks is connected with a large glass elevator that can whisk guests from the sea cabin on the lower deck, right up to the sundeck at the touch of a button.

As you cruise the western Med, guests can relax at the main saloon bar sipping spicy margaritas bask in the sun on deck or in the Jacuzzi. Thanks to zero-speed stabilisers, cruising will be steady with little movement from the swell.

Where will Man of Steel be cruising?

This summer, the 86-metre Man of Steel will be cruising the Western Mediterranean. For inspiration and charter itineraries take a look at our destinations section.

Man of Steel is available for charter with Ocean Independence with a weekly rate from €1,200,000

More about this yacht

Yachts for charter, more stories, most popular, from our partners, sponsored listings.

Page Loading

• Vessel ltinerary
• Administration
• Dockage & Fuel
• Maintenance
• Capital Repairs & Reserves
• Total Expenses =
• Name Length Build
• # Total Expenses Date Saved

Advanced functionality coming soon.

Us flagged vessel, health insurance costs per crew, uniform cost per crew, training cost per crew, food cost per crew, crew turnover, hires using a professional crew agency.

• Restore Default
• $   | €   | £

Costs of food provisions will vary dependent upon how eloborate food Preferenaces are

Location will play huge factor in food provisons and thing may have to be folws into remorte locations.

Crew is one of the largest expenses on a superyacht and critical to the owner’s enjoyment of their vessel. As the largest crew agency in the world, we know crew. Our cost calculator contains customized crew lists for yachts ranging from 80ft to 600ft with salary information based on our reference verified salary data.

Our users also have the ability to completely tailor the crew list to the specific needs, schedule and requirements of their vessel. Each yacht is unique and may have specific owner requests in addition to the yacht’s safe manning requirements.

Management of the supplemental crew costs and strategic budgeting can help avoid significant overspend on categories such as food and uniform. This tool contains default values based on our industry expertise and recommended budget for an efficiently and safely run superyacht.

To learn more about each crew position in detail, including salary ranges, please visit our yacht department directory .

Drag the sliders to modify your results. These are not linear scales and we expect most yachts to operate within the 20-80% window. Above 80% and below 20% costs increase or decrease at exaggerated levels and we only see numbers in these levels in very rare circumstances.

This sunburst diagram is interactive. You can click into each block to see the expense break down and mouse over each block for more details.

Our chart of accounts displays seven major categories, 20 sub-categories plus a further 80 detail categories for a total of 107.

Our yacht operating cost calculator is now on it’s third major revision. We start with actual yacht expense data from our yacht management accountants and then generate formulas to extrapolate out the budget for a wide range of yachts. We have been providing accounting services to large yachts for the past 18 years.

Our operating cost calculator is tuned for yachts from 80 to 600 feet. We find operating variables create the largest variances for yachts smaller than 100 feet and larger than 250 feet. We have tested the numbers the most in the range from 100 to 250 feet.

Our budget calculator factors in the fuel burn for a range of engine sizes typically seen installed on yachts by length. By dragging the green “fuel dockage” slider to the right you will increase the projected fuel burn rate and therefore the budget cost for fuel. Our default position would be for a typical displacement fuel burn. Position the slider in the 60-80% range for fuel projections for planning hulls.

Our default values produce a budget number that we believe is generous to run a yacht to a high standard. Perfect is a very expensive word to use in the yachting industry where standards are already high. Moving the crew and maintenance sliders to 80% will provide an “industry best” quality of crew and give them the maintenance budget to operate to a very high standard. If you need to go over the 80% area then you may have unusually labor intensive equipment on the yacht.

Yes, our yacht operating cost calculator can output a budget suitable for this situation. Adjust the owner use to 2 (minimum value), owner slider to 0, crew slider to 10%, Administration to 10%, Fuel and Dockage to 0, Maintenance to 10% and then Capital Repairs to 0. This will remove all of the large charges associated with owner use and vessel movement but leave the essential base maintenance and insurance in place.

Lift on and float in yacht transport is a popular way to transport yachts across large ocean passage. The yachts that this service certainly applies to are ones that may not have the motoring range or structural integrity for blue ocean cruising. The cost of transporting a yacht twice per year is put into our budget once the “Fuel Dockage” slider hits 75%. If your yacht has the range we recommend self-sufficient ocean passages whenever possible. Whilst the transport companies sell their services based upon reportedly well oiled operated schedules the reality is that your yacht may stay waiting for pickup for a week or more with no compensation due. When factoring in all secondary factors of self-sufficient passages (increased fuel, maintenance, potential storm damage, crew time off, extra delivery crew) compared with transporting your yacht (insurance, potential loading / unloading damage, loss of schedule control, no work whilst underway, crew flights, crew accommodation) we believe that there is a 100% premium associated with float in transport and a 75% premium with lift on transport compared with self-powered.

Abandoned yachts crash in value. We recommend that even if you are trying to sell your yacht that you use the yacht for a minimum of two weeks per year so that systems are tested and working every six months. There is nothing worse for a yacht than not being used. If you truly are not going to use the yacht then you should sell it immediately for the first genuine offer as every dollar you put into maintenance will not be recovered at the time of the sale.

We did not build this version with sailing yachts in mind. Early in our development of this version we decided to exclude sailing yachts as a few of the major cost drivers scale very differently for sailing yachts compared with motor yachts. For example: To calculate paint costs we reviewed the surface area of over 100 large yachts and created a formula for painted surface area to length. Sailing yachts just don’t scale in a consistent way. Similarly crew numbers don’t scale in the same manner that they do for motor yachts. If there is sufficient demand we may build a sailing selector switch into a future version of this tool.

We hate to hear when yacht owners were told by their broker to factor in 10% of the purchase price to operate the yacht. This over used saying is sadly right occasionally (particularly for newer yachts in the $20-30M range)… but just because a broken watch tells the right time twice a day you shouldn’t rely upon it to tell the time. As yachts get older their capital value decreases but their maintenance costs increase. There is no way that a fixed 10% of purchase cost rule can be true… if your broker told you this rule then you need a new yacht broker… we know some good ones. 😊

Advanced functionality coming soon…

We are building advanced tools to allow you even greater control over our operating cost calculator. Please enter your email address below to be advised when it is available.

Save this version

Share your calculations.

Please save version before sharing LuxYacht - Calculator!!

You must be logged in to save this version of the cost calculator that you have customized for your yacht..

Yachting Monthly

• Digital edition

Man overboard: tactics that really work for couples

• Toby Heppell
• June 12, 2020

The YM team get wet to see how well the MOB process works for shorthanded sailing. Here are our findings...

A man overboard is one of the biggest fears for most sailors. Are you prepared for a shorthanded retrieval? Credit: Richard Langdon/Ocean Images

Even close to shore this can be a potentially fatal situation, which is why MOB manoeuvres are included in many training courses and exam situations.

Though many examiners for Yachtmaster have their own areas they like to focus on in an exam – the syllabus being too wide-ranging to cover everything in a single exam setting – MOB always features.

It’s also a good demonstration of boat-handling ability as well as a key safety manoeuvre.

Many of the suggested steps to get back to an MOB, however, assume more than one crew left aboard, which is of little use to the vast majority of us who spend our time sailing two-up.

We decided to test the MOB process on a relatively calm day in the Solent. Credit: Richard Langdon/Ocean Images

The question is, what happens when there is just one person left on board?

Is it possible to carry out the whole procedure to the letter, or are there non-essential or even dangerously distracting elements that should be omitted from your man overboard procedure if it’s just you on the boat?

We decided to spend a day on the water interrogating the MOB process from incident to having the casualty safely alongside.

Of course once an MOB is alongside there is still work to be done to recover them fully back onboard, which we will address in another article, but for the purposes of this article we are going to examine the boathandling procedure and techniques that are often overlooked by shorthanded crews.

AIS/MOB options: It is worth considering an AIS MOB beacon on your lifejacket if you are sailing shorthanded. Credit: Richard Langdon/Ocean Images

Ahead of the day, the key areas we were interested in were: the speed in which we were able to return to the casualty; distance between the casualty and the boat at any given time; and suggested actions that might hinder returning to the casualty if needing to return to them singlehanded.

Most of us will be familiar with the basic steps suggested to get back to a MOB, to sail away on a beam reach and return to the casualty on a close reach, controlling the sails and raising the alarm at the same time.

However, as each step of the process is laid out in so much detail, we wondered if this level of detail is in itself a hindrance, being overcomplicated for a situation that is, by its nature, fluid and stressful for a single sailor left on board.

When in the midst of a manuoeuvre to return to a casualty, there is a lot of information that needs to be remembered in a time of high stress.

We wondered if there were any steps that could be dropped or simplified to make things more intuitive for a lone crew member.

Starting point

To ensure we were using a robust man overboard procedure that most sailors will find familiar, we turned to the RYA recommended method for Yachtmaster candidates.

Pointing at the MOB is one of the key processes of MOB recovery. Credit: Richard Langdon/Ocean Images

This broadly breaks down into two sets of instructions; one for the skipper of the yacht and one for the remaining crew, as follows:

MOB process – Skipper

• Sheet in the mainsail and heave-to in order to take the way off your boat.
• Pass buoyancy to the casualty and mark with a dan buoy.
• Instruct a crewmember to point at MOB.
• Retrieve any warps from the water and start the engine.
• Furl or drop the headsail.
• Make ready the throwing line.
• Manoeuvre the boat downwind of the MOB, keeping the MOB in sight.
• Approach the MOB into the wind, so that the mainsail is de-powered.
• Pick up the MOB on the leeward side, aft of the mast.

MOB process – Crew

• Shout ‘man overboard’ to alert crew.
• Press the MOB button on the GPS.
• Throw a life buoy and dan buoy to the MOB. Mark the MOB with a buoyant smoke flare.
• Allocate a crewmember to point at the MOB in the water.
• Send a DSC distress alert and a Mayday.
• Keep pointing; don’t lose sight of the MOB.
• If the motor has been started,
• Prepare a throwing line.
• The skipper will bring the boat alongside the MOB, with the boat pointing into the wind and the propeller stopped.
• Get a line around the MOB and get them aboard.

Even a cursory glance at this list of processes reveals it would be nigh-on impossible for a single person to perform them all.

• 1. Starting point
• 2. Finding a process that works

Log in or Sign up

You are using an out of date browser. It may not display this or other websites correctly. You should upgrade or use an alternative browser .

serecovery New Member

I've been very interested in the purchase of a larger boat, anywhere from 68ft to maybe even 86ft, but I love boating I just don't want to have a captain for my boat. What would be the largest boat anyone would reccomend that 2 people could take out on extended cruising. I live in North Miami and have always had the idea of crusing the Caribbean going island hopping, but have no desire to do so on with a captained boat. I've been reasearching the Marquis 65 and the Azimut 68s Open with a possible dream of perhaps an Azimut 86s, but feel that may be too big for 2 people to use with no captain. David

lucid484 New Member

my grandfather and his buddy never had a problem with his 60 footer...You can prolly handle an 80' with 2 people just a person to drive the boat and a person on the sides to throw lines to people at the dock.....do you really need more people than that?

AMG YF Moderator

I have handled an 85´yacht with just one deckhand. However this is the easy part. To maintain and keep a boat of this size is a halftime job or more, so the time to enjoy the yachting becomes limited if you are on your own. I shouldn´t recommend bigger than 50-60´ if you are not happy to spend half the day washing down, repairing and maintaining all the stuff that comes with a larger yacht...

Ken Bracewell Senior Member

I agree with Lars. My wife and I can easily handle a 100' but we are professional crew whose job it is to maintain the boat. I wouldn't dream of having anything larger than 60' for personal use because of the workload it would demand in order to keep it well.

Castlerock Senior Member

I agree with Lars and Ken, we had a 54 foot trawler and before that we had a C&C 40. The difference in work load for the extra 14 feet is more than double. We had 2 of everything to fix and clean not to mention all of the plumbing, electric, washer and dryer, disposal, dishwasher etc... And when your done working on those things it takes the better part of a day to just clean the boat. I hired a local kid to work on the boat to help clean and give me a hand with things.

yachtbrokerguy Guest

When you travel in the Bahamas and the Carribean, often a local guy will come down to the dock and ask if you want your boat washed. Usually they know what to do, and if they are good you can have them do maintenance jobs. That takes some of the pressure off, as the boat handling for two people is easy, but the care of it is not. Those boats you mention in the 65' - 68' range will be big enough to spend extended time on board, carry enough fuel for longer distances, be comfortable in 2-4' sea conditions and will not need crew. Your insurance company might not like the no crew part if you have not had much experience. Then you might have to have some crew on board for awhile. Tucker Fallon

CaptTom Senior Member

Serecovery, If yuou plan to run a large yacht with just two crew (with you at the wheel and the other setting lines and fenders and the such) then equip the vessel with a bow and stern thruster. This way you can control the positioning of the bot while the crew does their work properly. I had both on a 61 footer and they were a real treat to use and keep the boat in place. 68-70 feet may be okay, 86 may be pushing it. Good luck. Capt Tom PS Some of us captains are fun to travel with. LoL

Heather_Rae New Member

My husband and I have a 45 foot yacht, and think that is the perfect size for two people to handle. I suppose we could go up to 60 feet, but we really wouldn't want to go much bigger than that because we don't want to have a crew. A 45 footer, even, is lots of maintenance for two people when my husband works long hours.

crossingoceans New Member

Depending on the type of yacht and the equipment on board it is possible to go up to 70 feet comfortably. Most livaboard ocean crossing vessels are comfortable for a couple to handle as they come with all the appropriate items and design characteristics needed

• No, create an account now.
• Yes, my password is:
• Forgot your password?

Man dies, two rescued after yacht capsizes off Lady Elliot Island

The search for a sailor who went missing when a yacht overturned off the Queensland coast has ended in tragedy after his body was recovered.

Police said the 65-year-old man had been travelling on the yacht from Yeppoon to Brisbane when an EPIRB was activated about four nautical miles south of Lady Elliot Island about 5am Sunday.

The vessel was found shortly after 10:15am with two men in the water.

RACQ LifeFlight said the father and son had managed to climb onto the upside-down vessel to raise the alarm.

They were winched into a rescue helicopter.

"It's believed the keel snapped on the boat the men were on, causing it to overturn," LifeFlight said in a media release.

Police said a 62-year-old man and 27-year-old man were taken to Bundaberg Hospital where they remained in a stable condition.

They said the body of the 65-year-old man was found shortly after 2pm.

Police said all three men were from Yeppoon.

• X (formerly Twitter)
• Maritime Accidents and Incidents

• Travel Updates

Men cling to overturned yacht for two hours

A marine incident ended in tragedy after a sailor’s body was located on Sunday, while a father and son clung to the side of the overturned yacht.

550 dead as temperatures hit 51.8C

Tourists’ ‘unbelievable’ act for a selfie

Unbelievable move after Titan disaster

The search for a missing sailor in Queensland has ended in tragedy after a man’s body was found by water police on Sunday.

The 65-year-old Yeppoon man was travelling from the coastal town to Brisbane, with two others - a father, aged in his 60s, and his son, aged in his 20s - when the yacht overturned near Lady Elliot Island.

The father and son managed to climb onto the upside-down vessel and set off an EPIRB, alerting Australian Maritime Safety Authority who deployed the Bundaberg RACQ LifeFlight Rescue chopper shortly before 8.30am.

The duo held on tight for almost two hours until they were rescued.

“Less than two hours later, the crew managed to locate the men and performed two separate winch rescues, hoisting the men individually into the safety of the aircraft,” LifeFlight Rescue said in a statement on Sunday.

“They were then flown to Bundaberg Hospital for observation.”

The search for the 65-year-old man began early Sunday morning after the yacht overturned about four nautical miles south of Lady Elliot Island.

Police and emergency services commenced a search and rescue operation involving multiple vessels, police divers and the rescue helicopter.

However, after hours of searching the 65-year-old man’s body was tragically discovered just after 2pm.

“Just after 10.15am, the rescue helicopter located two people in the water,” a Queensland police statement read.

“The 62-year-old Yeppoon man and 27-year-old Yeppoon man remain in stable conditions at Bundaberg Hospital.

“Just after 2pm, water police recovered the body of a 65-year-old Yeppoon man.”

More Coverage

LifeFlight said it’s believed the keel snapped on the boat the men were on, causing it to overturn

According to publication Sea Born , the keel is often a structural beam that runs in the middle of the boat from bow to stern.

The purpose of the keel is to help give the boat greater stability and control while moving forward.

At least 550 people have died during a mass gathering, with temperatures rising over 50C and motionless bodies seen on the roadside.

A hiker has captured the shocking moment two tourists jumped a safety fence at a notorious waterfall just to take a selfie, leaving onlookers in disbelief.

It has only been a year since the Titan imploded - killing everybody on board. Now there has been an unbelievable development.

• International edition
• Australia edition
• Europe edition

One man dead and two rescued after yacht capsizes on Great Barrier Reef

A snapped keel is believed to have caused the vessel to overturn off Lady Elliot Island near Gladstone, Queensland

• Get our morning and afternoon news emails , free app or daily news podcast

One man is dead and two others have been winched to safety after their yacht capsized, triggering a major search and rescue operation off the central Queensland coast.

A snapped keel is believed to have caused the vessel to overturn off Lady Elliot Island near Gladstone early on Sunday.

The yacht was travelling from Yeppoon to Brisbane when it ran into trouble near coral cay, part of the Great Barrier Reef , causing the men to deploy an emergency position indicating radio beacon.

Sign up for Guardian Australia’s free morning and afternoon email newsletters for your daily news roundup

Police and emergency services launched an operation involving multiple vessels, police divers and the RACQ LifeFlight Rescue helicopter shortly before 8.30am.

“Less than two hours later, the aeromedical crew managed to locate the men and performed two separate winch rescues, hoisting the men individually into the safety of the aircraft,” LifeFlight said.

The two rescued men were a father and son, aged 62 and 27, who were taken to Bundaberg hospital, where they remain in a stable condition.

The search continued for the third man, 65, and his body was recovered by police just after 2pm.

after newsletter promotion

Police will prepare a report for the coroner.

• Great Barrier Reef

Most viewed

• Download News App
• Newsletter Sign-up (Opens in new window)
• Back 2 School
• Current Conditions
• Stormtracker 2HD Radar
• 5 Day Forecast
• Hour by Hour
• Pollen Count
• School Closings
• Report Closings
• Free Weather App
• 24/7 Severe Weather Team 2
• WSB 24/7 News
• The $pend $mart Stream
• Law & Crime
• Curiosity NOW
• 2 Investigates
• High School Football
• Athlete of the Week
• Scholar Athlete
• UGA Bulldogs
• Lottery Results
• Family 2 Family
• Local Programs
• Share Your Pics!
• Steals and Deals (Opens in new window)
• WSB-TV Contests
• Action News Staff
• What's On WSB-TV
• Advertise With Us
• Speakers Bureau
• EEO statement
• Visitor Agreement
• Privacy Policy
• House 2 Home

US Olympic team to wear Ralph Lauren again; See 2024′s uniforms

Opening ceremonies Ralph Lauren once again designed Team USA's opening ceremony uniform. (Ralph /Business Wire)

The Olympic opening ceremony is scheduled for July 26 in Paris, and clothier Ralph Lauren has unveiled what the athletes will be wearing at the games.

The designer has been creating the uniforms for Team USA since 2008, and for 2024 used the fashion capital of the world for the official clothing, which “draws inspiration from the dynamic and vibrant host city” and “embraces a patriotic spirit reflected in a signature palette of red, white and blue,” CNN reported.

The #Paris2024 Opening and Closing Ceremony uniforms reflect our timeless design philosophy across sporty and sophisticated silhouettes. We’re proud to return as an official outfitter of @TeamUSA . #RLxTeamUSA #ParisOlympics #ParisParalympics #PoloRalphLauren pic.twitter.com/VH6Zq8SezJ — Ralph Lauren (@RalphLauren) June 18, 2024

“We want the athletes to walk out on a global stage feeling like they are ambassadors of American culture, American leadership and American sportsmanship. I think that Ralph Lauren is able to understand that ethos and bring it to life,” David Lauren, the company’s chief branding and innovation officer told CNN .

We’re honored to return for our ninth time as an official outfitter of @TeamUSA at #Paris2024 . Meet the athletes and learn more about our partnership: https://t.co/PUhkc1BQTO #RLxTeamUSA #PoloRalphLauren #ParisOlympics #ParisParalympics #PoloRLStyle pic.twitter.com/rtHON1aGr1 — Ralph Lauren (@RalphLauren) June 18, 2024

Opening ceremony

The opening ceremony uniform will be a classic navy blazer with red and white details. Under the blazer, the athletes will wear a striped Oxford shirt, navy knit tie and relaxed and faded jeans, The New York Times reported. The newspaper called the blazers “less yacht club, more private-school boy with a naughty streak.”

Closing ceremony

The closing ceremony look will be a racecar-style jacket with USA front and center across the jacket. Under the coat, there will be a striped polo shirt paired with white jeans. Team USA and the American flag will also be on the leg of the jeans.

Team USA Ralph Lauren designed the closing ceremony uniforms for Team USA. (Ralph Lauren/Business Wire)

Villagewear

The line that is inspired by the Athletes’ Village will be available for purchase and include typical Ralph Lauren items such as jackets, sweaters, rugby shirts, knits, sweats, tees and more.

One Olympian called the periwinkle blue nylon bomber jacket the “billionaire astronaut” look. There is also one dubbed “Olympic safari” that is a white cotton jacket with navy chalk-striped pants, the Times reported.

• Katie Ledecky qualifies for fourth Olympics; Gretchen Walsh sets world mark in 100 butterfly
• Football stadium transforms into massive pool complex for Olympic trials
• Reports: Caitlin Clark will be left off roster for US Olympic women’s basketball team
• Paris Olympics 2024: Olympic rings installed on Eiffel Tower
• Simone Biles wins record-extending 9th title at US gymnastics championships

© 2024 Cox Media Group

GA woman awarded $1.2M verdict after Walmart employee hit her with shopping cart

2024 Georgia primary election runoff results

Human remains found in crawl space with ‘Blues Clues’ T-shirt, pajama pants

Jack in the Box to open 15 restaurants in Georgia

GA man accused in son’s hot car death transferred to jail after release from prison

Arizona man planned a mass shooting targeting African Americans at an Atlanta concert to incite a race war, feds say

An Arizona man planned a mass shooting targeting African Americans and other minorities at a rap concert in Atlanta in May, looking to incite a race war ahead of the presidential election, federal authorities said.

Mark Adams Prieto was indicted by a federal grand jury Tuesday on charges of firearms trafficking, transfer of a firearm for use in a hate crime and possession of an unregistered firearm. The indictment follows a monthslong investigation by the FBI that ended with his arrest last month, the Justice Department said. A spokesperson for the agency said Prieto is in the custody of the U.S. Marshals Service for transport from New Mexico to Arizona. His attorney did not immediately respond to a request for comment.

The investigation into Prieto, 58, of Prescott, began in October, after a confidential source reported to FBI Phoenix that an individual, later identified as Prieto, had expressed a desire to incite a race war prior to the presidential election, the arrest affidavit states. The source told authorities that they had spoken to Prieto more than 15 times over three years at various gun shows. The chats grew from small talk to include political conversations, the affidavit says. Within the last year, the source told authorities that Prieto began making suspicious and alarming comments, including “advocating for a mass shooting,” and specifically targeting Blacks, Jews or Muslims, the affidavit says.

The source said “Prieto believes that martial law will be implemented shortly after the 2024 election and that a mass shooting should occur prior” to its implementation, and asked the source in late 2023 if they were “ready to kill a bunch of people,” which indicated to authorities his desire to recruit people to assist him in carrying out an attack, according to the affidavit.

Prieto was a vendor at gun shows in Prescott and would trade firearms from his personal collection, using only cash deals or trades to evade the Bureau of Alcohol, Tobacco, Firearms & Explosives, the affidavit says, adding that this was corroborated through monitoring with the help of the source.

The FBI had Prieto under surveillance from January to March.

On Jan. 21, Prieto told the source and an undercover FBI agent acting as an associate of the source at a gun show in Phoenix that he wanted them to help him carry out a mass shooting targeting African Americans at a yet-to-be-determined rap concert in Atlanta, the affidavit says.

According to the affidavit, Prieto said: “The reason I say Atlanta. Why, why is Georgia such a f------up state now? When I was a kid that was one of the most conservative states in the country. Why is it not now? Because as the crime got worse in L.A., St. Louis, and all these other cities, all the [N-words] moved out of those [places] and moved to Atlanta. That’s why it isn’t so great anymore. And they’ve been there for a couple, several years.”

He also said that he wanted to target a rap concert because there would be a high concentration of African Americans there and he planned to leave confederate flags after the shooting to send a message that “we’re going to fight back now, and every whitey will be the enemy across the whole country,” and to shout “whities out here killing, what’s we gonna do” and “KKK all the way,” the affidavit says. Prieto said he wanted to show “no mercy, no quarter.”

Prieto is also alleged to have discussed with the source and undercover agent what types of weapons he planned to use, to have suggested that they travel to Atlanta before the attack to store weapons in the area, and to have stressed that the most important thing was a high body count.

“He specifically said that the attack should occur following Super Tuesday so that they would know the election candidates,” the affidavit says.

About a month later, while under surveillance, Prieto went to a gun show in Phoenix and walked to the source’s vendor booth, where he asked the source and the undercover agent whether they still planned to participate in the attack, the affidavit says. On the second day of that February gun show, Prieto is alleged to have sold a firearm to the undercover agent for $2,000.

On March 23, at a gun show in Prescott Valley, Prieto told the undercover agent that he still planned to go forward with the attack, saying that if they waited until after the election, “they might have everything in place you can’t even drive, you’ll be stopped,” the affidavit says. He also said that the targeted event would likely be a rap concert at State Farm Arena in Atlanta scheduled to take place May 14 and May 15, or sometime in June or July, according to the affidavit. Authorities did not specify what concert, but the May dates provided match two nights Puerto Rican musician Bad Bunny was scheduled to perform at that arena. Prieto told the undercover agent that he wanted them to wear hoodies, according to the affidavit, because he believed no one was going to be suspicious about someone wearing a hoodie at a rap concert. The next day, Prieto is alleged to have sold an AR-15 rifle to the undercover agent for $1,000 and instructed him to use it during the attack and to bring as many magazines as he could carry, the affidavit says.

At another gun show in April in Prescott Valley, the affidavit says, when the undercover agent asked Prieto whether the attack would still take place in May, he said he wanted to push it back. Prieto was arrested on a New Mexico interstate on May 14. He admitted to knowing the undercover agent and the confidential source and to having discussed with them conducting an attack on a public venue in Atlanta like a “rock” concert attended by young people and minorities.

“However, he told agents that he did not intend to go forward with the attack,” the affidavit states. He is also alleged to have admitted to having sold an AR-15 to the undercover agent and that he told the agent it would be a good firearm to use in the attack. The affidavit says he also told agents he had five firearms in his vehicle and more at his home. Law enforcement subsequently executed a search warrant at his home and recovered more firearms, including an unregistered short-barreled rifle, the Justice Dep a rtment sa id Tuesday.

Janelle Griffith is a national reporter for NBC News focusing on issues of race and policing.

Man who followed woman into her NYC apartment and stabbed her to death pleads guilty to murder

A man has pleaded guilty to murder for stabbing a woman to death after following her from the street into her lower Manhattan apartment building

NEW YORK — A man pleaded guilty to murder on Tuesday for stabbing a woman to death after following her from the street into her lower Manhattan apartment building.

Assamad Nash, 27, also pleaded guilty to burglary as a sexually motivated felony in the Feb. 13, 2022, attack on 35-year-old Christina Yuna Lee.

“Today Assamad Nash was held accountable for senselessly taking Christina Yuna Lee’s life after he followed her into her own home,” District Attorney Bragg said in a statement. Bragg said his thoughts “are with her family and our community as they continue healing from this tragedy.”

Prosecutors said Lee was returning home when Nash followed her into her building in Manhattan’s Chinatown and up six flights of stairs to her apartment. As Lee entered the apartment, Nash pushed his way inside and attempted to sexually assault her, prosecutors said.

Police were alerted by 911 calls and had to break the apartment door down to get inside. They found Nash hiding under a mattress and Lee dead in the bathroom with at least 40 stab wounds.

Leaders of New York’s Asian American community feared that the murder of Lee, who was Korean American, was part of a wave of anti-Asian violence during the coronavirus pandemic, but Nash was not ultimately charged with a hate crime.

Nash is expected to be sentenced to 30 years to life in prison when he is sentenced on July 30.