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Viking 92 Yacht: Everything You Want To Know

The Viking 92 yacht was launched by Viking in 2014 and came with three different models. There was an enclosed bridge, a convertible and a skybridge model available, each with very similar features and specs overall, with the obvious difference being in the deck layout and design.

The yacht is a powerful and sleek sport fishing boat with a lot of great features. At 93 feet it’s a formidable vessel as well that really dominates on the water and cuts an amazing profile with that huge elevated deck that lets you see and be seen from all angles. 

How Much Does a 92 Viking Cost?

You can expect to pay around $10 million for a Viking 92 yacht but there is some wiggle room there. The model was produced over several years to older versions that have been around for a spell will likely not be as expensive. And, as with any vessel, what features you want included can offer a difference in pricing.

For instance, just as 2022 was coming to a close you could pick up a 2017 Viking 92 enclosed bridge on Yacht World for $9,950,000. A 2020 Skybridge Viking 92 would set you back $11,950,000. 

Overall condition of the boat and whether it was an enclosed bridge or a skybridge are big factors that can change the overall cost by a million dollars or more. One of the biggest factors that can affect cost is the engine and there are always choices depending on how powerful you want your boat to be. 

At 92 feet this is a large boat and a crew would also likely be necessary to keep it running. Along with the crew, fuel costs would be in the tens of thousands of dollars per year. Depending on how often you were likely to take the boat out, yearly costs to maintain the Viking 92 could easily top $500,000. That said, if you have reliable friends or family to serve as the actual crew, you’d be saving yourself some cash but that’s probably not what most people with $10 million yachts are doing.

What are the Viking 92 Specs

Though the specs for some older models that date back to 2014 are slightly different in terms of fuel capacity, in general these are the specs for the more recent Viking 92 models. Older ones seemed to have a slightly lower fuel capacity though it’s likely they just upgraded engines at some point. 

• Length Overall – 93 ft. 3 in (28.42 m) making it a larger yacht
• Beam – 24 ft. 1 in. (7.34 m)
• Draft – 5 ft. 11 in. (1.80 m)
• Standard Engines (additional option available which could significantly alter the price) – CAT / C32A 1925 1925 MHP Base with MTU Series 2000 / V 16 M96L 2635 MHP Option
• Fuel Capacity – 4,015 gals. (15,198 l)
• Gross Weight – 205,000 lbs. (92,986 kg)
• Water Capacity – 485 gals. (1,836 liters)
• Cockpit Area – 238 sq. ft. (22.10 sq. m)

What’s the Viking 92 Interior Like? 

The interior of the Viking 92 is a real step up from what a lot of fishing boats can offer. But hey, for $10 million what do you expect? The sheer amount of space available is what’s stunning and it has a real vibe of almost being a hotel on the water which is very cool. If you’ve never tried fishing from a boat that cracks 90 feet, the difference is something else. Most of us are probably used to the smaller fishing boats , hell I used to fish on a 12 foot jon boat , so the Viking 92 is the difference between Salisbury steak and filet mignon. This walkthrough gives you a great look at the Viking 92 both inside and out.

The interior of these boats definitely took them above and beyond your typical fishing boat to something a little more luxurious. Some notable features of the interior include:

• The yacht features five staterooms. Each room has its own private head and a shower. 
• Aft full beam crew quarters with a galley and a head with shower. These quarters have access to the cockpit and feature upper and lower berths
• The full beam master suite features hotel-like amenities. It’s furnished with a king size bed, a wardrobe, a table, and an extensive head. It even has a walk-in closet.
• An outside galley and grilling area
• Propulsion choices include offerings by Caterpillar and MTU
• A two-level mezzanine and 238-square-foot tournament-ready cockpit with fighting chair
• The mezzanine offers both rear facing lounge seating, along with a second seating area and a table for al fresco dining.

What is the 92 Viking Fuel Capacity and Range?

The Viking 92 has a fuel capacity of 4,015 gallons. This gives the vessel a range of around 1,500 nautical miles based on feedback I’ve seen from previous owners. When you’re out specifically for fishing it’s a decent range to get you where you need to go. These vessels were often used not just for sport fishing but for tournament fishing as well.

What’s the Viking 92 Top Speed?

The Viking 92, despite its size, can hit some good speeds. Cruising speed is about 30 knots while she tops out at an impressive 37 knots. This is in part due to how the hull has been designed and shaped as well as some other drag reduction innovations that can help it move more smoothly.

With the MTU Series 2000 / V16 M96L diesel engines, the 92 Viking can hit speeds of 35 knots and reach a cruise speed of 31 knots.

What are Some Other Features of the Viking 92?

Owners can add a 43-foot tuna tower. These towers are lightweight but tough and can be tailored to an individual boater’s needs then attached to the yacht without compromising balance, access or practicality.

The enclosed deck features a massive flybridge with room for sofas, cabinets and storage, a wet bar and more. The helm features three Stidd helm chairs and a console with VIPER steering, all your instrumentation and bow thruster controls. At the rear of the bridge is an open aft-deck with a set of aft-helm controls and a three-seater sofa.

The option is there for open or closed bridge depending on your likes, as well as custom choices like two-tier cockpit mezzanine or upper seating in the rear. A salon to the front takes up the entire width of the boat and features things like:

• A U-shaped settee situated to port
• A large cocktail table
• Two upholstered chairs set to starboard
• A 65-inch flat screen TV emerges from the walnut teak cabinetry
• A galley surrounded by the L-shaped granite counter and complete with appliances, stainless steel countertops and a backsplash.
• Four bar stools are placed at the bar. 
• A laundry center for use by passengers and a second laundry center for crew use
• A formal dining area accommodates 6 to 8 people and is found across from the bar with a quartz-topped table that can seat up to 6 people
• Built-in refrigeration and freezer space
• Large and ample storage
• Insulated fish wells below the main cockpit sole. 
• Rod and electronic stowage near the helm station
• A reinforced entertainment area with another large 50-inch television

Options for a Viking 92 could cover an immense range of things from extended warranty cover to things like:

• Seakeeper SK 35
• Furuno Omni Sonar
• LED backlit Lumix white Quartzite countertops
• MTU Dynamic Positioning with joystick control
• 2nd anchor windlass system
• Viking skybridge with Palm Beach Towers hard top
• Atlantic Marine Electronics
• Extra fuel capacity- (4) tanks total

Does Viking Still Make the 92?

In 2022 Viking retired the 92 model and replaced it with the Viking 90. The reason for this is because of an international emissions mandate from the IMO or International Maritime Organization. This dates back to 2015 and, in order to align with that mandate, Viking has gone back to the drawing board to redesign a yacht that meets these IMO Tier III standards. The aim of this mandate is to reduce nitrogen-oxide emissions 70% more than the Tier II standard for all vessels with a load-line length greater than 78 feet. Tier III targets the gasses that contribute to smog and acid rain, deplete the planet’s ozone layer, and aggravate asthma in humans. All yachts that fall under this category must install Selective Catalytic Reduction (SCR) systems in engine rooms that scrub emissions using urea.

The new Viking 90 luxury cruising yacht is very comparable to the 92 and costs about $11.6 million brand new. Again, various options and add on can great change this overall price. 

The Bottom Line

The Viking 92 was released in 2014 and typically averages around $10 million. Available as an enclosed bridge, a convertible or a skybridge, this luxury sport fishing yacht offered some amazing features and amenities as well as great performance. From a majestic living room to walk in pantries, private facilities, numerous standard and optional accessories, Viking yachts really set the standard for what a sport fishing motor yacht could offer.

Due to changes in emissions standards, Viking stopped production of the 92 in 2022 and has replaced it with a slightly altered model known as the Viking 90.

My grandfather first took me fishing when I was too young to actually hold up a rod on my own. As an avid camper, hiker, and nature enthusiast I'm always looking for a new adventure.

Categories : Yachts

Thomas McMichael on February 18, 2023

Can someone tell me what the square footage of the interior of a ‘92 is? If not the 92’ then the 90’ will do. It will be a game changer for the wife. We are thinking of purchasing one instead of a new summer home. If it doesn’t have the sq. footage she won’t go for it. And, if she doesn’t, I will have to settle for a day fisherman.

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Viking Yacht Company Celebrates 60 Years of Boatbuilding

• By Peter Frederiksen
• October 31, 2023

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On April 1, 2024, the Viking Yacht Company will celebrate its 60th year in boatbuilding. From humble beginnings on the banks of the Bass River in New Gretna, New Jersey, Viking has become the largest manufacturer of luxury fiberglass sport-fishing yachts in the world, with more than 5,500 boats delivered. Armed with a constant influx of new models that define the company mantra of building a better boat every day, Viking shows no signs of slowing down heading into its seventh decade. But the story of this family-owned and -operated company actually began well before its opening on April 1, 1964.

The Early Days

In 1961, the Healey brothers—Bill, an ironworker at his father’s steel company, and Bob, an attorney with real estate expertise—built a marina on the Bass River. The Healeys soon realized that for the marina to be profitable, it would need to sell boats, marine supplies and equipment, as well as provide repairs and winter storage. The pair struck a deal with Carl Peterson, a cottage-size local builder whose brand was flagged Peterson-Viking. Peterson produced a dozen or so boats per year, and the Healeys were able to sell half or more of the builder’s yearly inventory.

The well-built mahogany-planked Peterson-Viking boats were handsome, seaworthy and compared favorably with the South Jersey competition. Although Carl Peterson was a good builder, his company soon developed financial problems. A bank approached the Healey brothers about buying Peterson-Viking, an idea they liked. The Healeys decided to sell their marina and set up shop constructing boats in a large but unheated building in an undeveloped area behind the marina, where the Viking Yacht Company is today.

The brothers dropped the Peterson name, and the Viking Yacht Company began with Bill the boatbuilder and Bob the money man. Bill may have started out with his father, Patrick, in the steel-erection business, but his genius was soon apparent. He was born to be a boatbuilder, and together with his brother’s financial and legal acumen, the Healeys began their unstoppable quest. Bob knew that his brother would never compromise the quality of the boats, and his philosophy and commitment were obvious to every employee. His service in the United States Marine Corps also helped employees to understand from their first day that it was Bill’s way or the highway.

The first wooden Vikings sported lots of varnish, teak cockpits, and artfully hand-painted hulls. Popular styles in those days featured sedan layouts with flybridges, but Viking’s first real milestone came in 1971 when the first all-fiberglass 33-footer was launched. In fall 1972, the company made its industry mark with the 40 Sedan Convertible, which remained in ­production for 16 years. More than 600 were sold both as the original 40 and an updated 41-foot version. By 1979, the fleet had expanded to include a 35 Convertible and a 43 Double Cabin. A 46 Convertible was added in 1981.

As Viking was gaining attention from its major ­competitors, Bertram and Hatteras, a growing number of customers began to recognize that the well-built and smartly styled Vikings were formidable industry players. The lineup expanded further in 1987 when Viking bought Gulfstar, a St. Petersburg, Florida, yachtbuilder, and its factory. Viking now had established a stable of desirable tournament-ready sport-fishing yachts and a luxurious lineup of motoryachts from 50 to 63 feet.

Rolling With the Punches

A recession reared its ugly head in summer 1990, but it was the federal luxury tax that passed in November of that year that crushed the boating industry. The tax added a 10 percent upcharge to boats and other luxury items that sold above $100,000. On January 1, 1991, the tax went into effect, and the result was the equivalent of running aground at 35 knots. The brain-dead government felt that wealthy folks could afford the added expense, but they figuratively missed the boat in not realizing that the tax also affected the tens of thousands of workers throughout the marine industry. In 1990, Viking sold 90 boats. When the tax went into effect, sales dwindled to 32. A year later, it sold 12 boats, three of which were heading overseas. Both the dealers and Viking were stuck with inventory, so Viking closed the St. Petersburg plant and shipped the molds and other equipment back to New Gretna. Between Florida and New Jersey, Viking had more than 1,500 employees before the luxury tax; just 64 remained by 1993.

Using their personal resources, including their retirement plans, the Healey brothers sold their real estate holdings to keep the doors open and fought with the banks to arrange a workable loan-payment schedule. Bob Healey also took the fight to Washington with busloads of unemployed craftsmen and raised national attention by burning a boat on a barge in Narragansett Bay. The government did not understand that the issue was about the working people and their families who were losing their jobs and homes, not just the wealthy.

On August 10, 1993, President Bill Clinton finally repealed the luxury tax. When Bob Healey told the story about the IRS telling him that the luxury tax cost the government more in unemployment benefits than it took in with the tax, it was further proof that the tax was foolish and ill-conceived. Soundings , a popular boating publication, wrote, “On a national level, no one battled the luxury tax harder than Robert Healey.” When the Healeys were inducted into the National Marine Manufacturers Association Hall of Fame in 2003, many in attendance remembered the grit and dedication that the Healeys provided through those horrible years.

Silver Linings

During those troubled times, an interesting benefit and asset emerged. Bill’s son, Pat Healey , who is now president and CEO, became a full-time employee in 1976 and was working his way up in the sales department. Every week, he’d hit the road to visit Viking dealers. He was after input; he wanted to hear what the customers were saying, and then he would take those ideas back to the team in New Gretna. It was time to shake out the “if you build it, they will come” theory, and building what the customers wanted would revive sales and grow the company in a post-luxury-tax world. Pat sought out dealers who shared his company’s mission. He insisted on total commitment to work through the remaining inventory and to be ready when customers returned to the market.

Viking survived the luxury tax—barely keeping its doors open—but the company continued to innovate and tool up new models. So when the tax was lifted, Viking was well-positioned to leapfrog the competition.

Once the inventory and dealer supply were under control, it was time to start bringing back Viking’s workforce—but not without another glitch: Nearby Atlantic City was eating up all the electrical, mechanical and carpentry labor. So, Bob Healey enhanced the pay program, including profit sharing, and instilled a four-day workweek. New models were coming, and the existing lineup, especially the 50 and 53 Convertibles, were branded with new interiors and other upgrades. There was a powerful energy among the employees, and when Bill stood at the door every night wishing them—each one by their first name—a good evening, smiles were everywhere.

By 1995, the company was about to launch its ­largest convertible: a 72-footer. A 54 Sports Yacht enhanced its motoryacht line, followed by a 58 enclosed-bridge model and a 60-foot Cockpit Sports Yacht that was Boating magazine’s Boat of the Year.

As Bob Healey recognized the importance of healthy fish stocks to keep customers interested in new offshore-­fishing boats, he founded the Recreational Fishing Alliance in 1996. That same year, Viking formed a strategic alliance with Marine Projects, a British ­yachtbuilder of highly regarded motoryachts from 40 to 72 feet. The British-built yachts were ­manufactured to Viking’s specifications for the American market and named Viking Sport Cruisers. It was an ­immediate hit that every Viking dealer embraced to expand the ­company’s footprint.

Meanwhile, Pat had been drilling his father with ideas for a better convertible. With Bill’s go-ahead, what followed was the Viking 55, a convertible loaded with custom features built on a production schedule. It set the standard as the ultimate sport-fishing yacht of the era and established Viking as a worldwide industry leader. Before it debuted at the Fort Lauderdale show in 1997, Viking had already sold 20 boats. The company eventually sold 115 during its five-year run in the tournament spotlight. It was so popular that when the next Viking, the 65 Convertible, was announced in 1998, it also sold 20 boats before the first one launched. The same year, Viking gained more acclaim from Ernst & Young as the New Jersey Manufacturer Entrepreneur of the Year. And in 1999, the beloved 61 appeared on the scene.

Expansion, Renovation and Innovation

In 2000, Bill orchestrated a $10 million plant expansion to improve factory efficiencies because the company was constantly introducing new models. The Healeys were obsessed with offering their owners value, and in February 2002, they opened the Viking Yacht Service Center in Riviera Beach, Florida. In December, they bought back the Bass River Marina and reflagged it as the Viking Yachting Center. Pat saw another opportunity to provide Viking owners with more value when Atlantic Marine Electronics and Palm Beach Towers were created. The subsidiaries enabled Viking to offer turnkey delivery with every new Viking. Since their establishment two decades ago, both have become ­leaders in their respective industries.

In 2004, Viking launched its 74 Convertible, the ­largest boat in its 40-year history. Bill upgraded the plant again by purchasing a $1 million five-axis CNC machine, which carved foam plugs used to produce new molds for hulls, decks, cockpits and other large parts. It shortened the time it would take to build new models, becoming so useful that Viking bought a second five-axis machine to build myriad smaller fiberglass parts. Viking was on a roll, introducing one to three new models every year. At the 2005 Fort Lauderdale International Boat Show, a 68 Convertible and a 74 Enclosed Bridge Convertible were showcased, along with announcements of a 52 Open and a 64 Convertible under construction.

Now in the zone, the ideas kept coming: Viking ­sponsored the Riviera Beach Maritime School in 2006 and displayed the first 68-foot enclosed-bridge model. Bill designed and built a wastewater-treatment plant for the New Gretna facility, triggering an effort to explore alternative-energy options, including the installation of 798 solar panels on the roof of Building 5A to provide power for it and Building 5. In January 2012, Bill’s most ambitious project got underway: a tri-generation power plant using natural gas to power six microturbines. The power plant reduced heat, electrical and cooling costs.

Despite the Great Recession, which began in December 2007, Viking continued to introduce fresh new models, with its largest-ever yacht debuting in 2009: the Viking 82. Several other boats were also introduced, such as the Viking 76. Other milestone yachts would follow, including the 70 Convertible in 2010 and the 66 the following year.

The innovation was nonstop, and Viking’s industry-­leading boat-show displays—with upwards of 16 boats in the water—were dominating. At the 2014 Fort Lauderdale show, the world was wowed again as Viking celebrated its 50th anniversary with the premiere of its game-changing 92 Enclosed Bridge Convertible and the 75 Motor Yacht.

The success of the Florida Service Center had made it so popular that Viking built another yard a few blocks north—Viking International Yacht Center—which also became home to Atlantic Marine Electronics and Palm Beach Towers. Also in celebration of its 50th anniversary, the company held its first Viking Key West Challenge—a family fishing tournament that became a fixture in the Conch Republic.

The following year, the company launched the 80 Convertible. In 2016, Pat Healey announced that Viking had purchased the Ocean Yachts property on the nearby Mullica River to build its smaller models and provide more space for the larger Vikings in New Gretna. The groundbreaking 93 Motor Yacht began construction that summer.

Three new models arrived in 2018, including a 68 and a 44 Convertible in Miami, with a September sneak peek of the new 58 Convertible. No other company has built as many new boats as Viking, but this is a company that simply does not rest on its laurels. For proof, Pat made an announcement at the 2019 VIP event in February that stunned all 800 people in attendance: Viking would introduce three outboard-powered Valhalla Boatworks center-consoles—the V-33, V-37 and V-41—in September, and the Valhallas would be built at the Mullica plant. These 2020 models were joined by two new boats—the 38 Billfish Open and the 46 Billfish—which set a record of sorts at the Fort Lauderdale show with five new-boat introductions.

The momentum continued in 2021 with a new Valhalla 46 and Viking 54 Convertible; followed in 2022 by the Viking 64 Convertible and 54 Open; and at the 2023 Miami International Boat Show, two new flagships—the Viking 90 and Valhalla V-55—made their world premiere.

Bill Healey still visits his company and has always been fond of the Fleetwood Mac song “Don’t Stop,” with the familiar, recurring line: “Don’t stop thinking about tomorrow.” No words better describe the harmony and heartbeat that drives Viking to build a better boat every day. Sixty years later, it never gets old. Viking Yachts is privately owned, vertically integrated, and comprised of three generations, producing 90 percent of ­everything that goes into the vessels in order to ­control and ­maintain quality.

Bob Healey passed away in 2021, with Viking, the boating and fishing community, and the media recognizing his tremendous impact on the marine industry. His son, Bob Healey Jr., has taken the reins from his father as chairman, working with his cousin Pat as Viking charges into the future. The company now includes the third generation of the Healey family. Pat’s children—Sean, Justin and Kaitlyn—are now fully involved with the company in sales and marketing roles, while also representing Viking at boat shows, ­tournaments, and other events.

Read Next: Get to know Viking president and CEO (and passionate billfisherman) Pat Healey in our exclusive interview .

The hundreds of components that make a Viking are derived from the sweat equity of the company’s proud boatbuilders. Pat Healey smiles when he says, “We’re not smarter than our competition; we just work harder,” which is proved by the overwhelming feeling visitors get when touring the company’s 880,000-square-foot factory in New Gretna, where some 1,500 shipwrights produce the Viking product. And no matter where you turn in the Viking dimension, the people you see never stop ­thinking about the boat they will build tomorrow.

• More: Boat Building , Boats , Nov-Dec 2023 , Viking Yacht Company

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Sailing yachts

Buchanan Viking Class

• Designer: Buchanan, Alan
• Builder: Johnson and Jago
• Location: Devon
• Length on deck: 31'
• Draft: 4'10"
• Tonnage: 9TM

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Full specification

Wooden Ships Comments on this Buchanan Viking Class

The Buchanan Viking class was another successful design from Alan Buchanan, one of the most highly regarded naval architects the UK has seen.  The Viking was designed as a fast cruising yacht with shallow draft making her ideal for the East coast of the UK which was Buchanan’s stomping ground.  To enable her to stand up to her canvas with her draft of only 4’10”, she has a healthy ballast ratio with a 2.18 tonne external ballast keel, and a most remarkable hull shape midships with a big belly and a sharp turn to the bilge giving her the distinctive brandy glass shape.  This not only gives the hull tremendous buoyancy making her a stiff boat in a breeze, but also gives the saloon a vast amount more space than a comparable yacht of her era, when aboard it is hard to believe she is only 31’ on deck.

She has the typical sheer line of a Buchanan yacht rising sweetly at bow and stern, and a marked tumblehome on the transom all which makes the Viking a very pretty  yacht.  Built by Johnson and Jago of Southend-on-Sea in 1967 to Lloyds100A1 and kept in class until 1978.

This is a well travelled example of the class having sailed to the Caribbean and back in a previous ownership where she competed in the Antigua Classics Regatta on two occasions.  In recent years she has benefitted from a complete new rig and sails and a lot of professional routine maintenance.  Used by the current owner for an extended trip around Ireland, she has been a very reliable and comfortable cruising boat.

The Viking is a very pretty and hugely capable yacht offering a lot more than her 31’ would suggest, with good performance, beautiful lines and good manners at sea.

Length on Deck                 31’

Length Waterline             24’

Beam                                    9’

Draft                                      4’10”

Thames Tonnage             9TM

Construction

Planked in mahogany all copper rivet fastened to closely spaced steam bent oak timbers.  Splined above the waterline and payed with red lead below.

Galvanised iron strap floors with galvanise floor bolts.  External iron ballast keel of 2.18 tonnes fixed with 30mm stainless steel keel bolts.  Several keel bolts drawn in 2011 and found to be in excellent condition.

Transom hung rudder on new bronze hangings

2019 transom repaired with some new ends of the planks and the hull completely stripped to bare wood and re-painted.

Decks and cockpit

Marine plywood deck screwed and glued to the deck beams, sheathed externally in epoxy glass cloth and finished with cream deck paint.  Deck structure sits on a conventional beamshelf with a strengthening clamp in way of the mast.  Galvanised hanging knees and lodging knees for added strength.

Varnished teak upstanding toe rail on the outer edge of the deck, otherwise she has flush and wide decks making movement around the boat an easy task.  Stanchions mounted in bronze bases bolted through the deck slightly inboard of the toe rail.

Spacious self draining cockpit with a removable sole hatch to gain access to the stern gland.  Port and aft thwarts open into large lockers.  Bridge deck to the companion hatch for access below decks.  Full set of cockpit cushions with waterproof covering.  Canvas spray hood on a stainless frame gives good shelter in the cockpit.

Superstructure

Low profile coachroof with varnished teak coamings and a nicely radiused coachroof deck giving ample headroom below.  Some of the Viking class yachts have a raised doghouse aft which rather spoils the line of the deck, however this one was built with a flush coachroof giving her a far prettier outline

Varnished teak handrails on the coachroof deck with dorade boxes for ventilation.  Hatch forward of the mast giving access below.  Organisers on the coachroof deck lead the halyard and reefing line falls aft to jammers and a halyard winch either side of the companion hatch.

Masthead Bermudan sloop rig on a deck stepped wooden mast.  In 2014 the entire rig was replaced with a new built spruce mast from Collars, new running and standing rigging and new sails from Westaway Sails in cream Dacron.  The new rig has been properly set up and tested and is now in sail away order.

Varnished wooden mast and slab reefing boom with all colour coded reefing pennants led back to the cockpit.

Single spreader mast with a single cap shroud and twin lower shrouds.  Twin standing back stays.  Roller furling headsail with a removable inner forestay to take storm headsails.  Stainless steel rigging screws to internal galvanised chainpates.

2 x Lewmar 40 ST cockpit sheet winches

Single Lewmar mast winch

Single Lewmar reefing winch on aft end of coachroof deck

No.3 Genoa (hanked)

New engine due to be fitted September 2020.  Details to follow.

70ah gel dedicated engine start battery

2 x 110ah domestic batteries

Both banks charged via the engine alternator and with the 20w solar panel, new in 2014.

8 gallon fuel tank gives 100 Nm range at 5.5 knots.  Spare fuel cans carried on board.

50l flexible water tank underneath the cabin sole.  Manual pumps to the heads and galley sinks.

Accommodation

5 berths including a large quarter berth, 2 very wide saloon settee berths and twin V berths forward which convert to a double.

Spacious saloon due to the shape of the hull and the generous beam meaning the settee berths are slightly further outboard than they would be in other boats of her ilk.  This gives a wider cabin sole and generally more space in which to move around.

Saloon settee berths having split folding back rests allowing the backs to be pushed up out of the way making the berth much wider and comfortable for sleeping.  Large amounts of storage space beneath the berths.

Varnished mahogany drop leaf saloon table with fiddles.  Very adequate shelf space around the saloon with lots of locker storage.

All interior lighting has been converted to LED bulbs which vastly reduces the draw on the batteries.

Heads compartment forward of the saloon to starboard.  Blakes Lavac sea toilet with bulkhead mounted pump.  Hand basin pulls out from under the deck head and drains into the bowl, hand pumped cold water supply to the basin.  All heads seals new in 2011.

Opposite the heads compartment behind the concitina doors  is a hanging locker and more shelving.

Galley is in the aft port corner of the saloon.  Single stainless sink with hand pumped water.  Plastimo 2 burner gas stove with grill, gimball mounted with an easily accessed gas isolator tap, stove new in 2014, all gas pipes and taps new March 2014.  65l chest fridge mounted under the bridge deck, runs off a 12 volt compressor which was recently replaced.  Ample storage lockers in and around the galley.

Bulkhead mounted steering compass

Raymarine log and sounder

Tacktick wind indicator

Raymarine ST4000 tiller pilot

Raymarine ST4000 instrument control

Cobra chart plotter

Windpilot self steering gear

Lowrance VHF DSC with AIS receiver

Link 2 AIS transponder

Furuno Navtex receiver

Iridium satellite phone aerial

Stereo with CD and AM/FM radio.

All over winter cover in two pieces goes around the mast and down to the waterline

Sprayhood 2018

Full cockpit cover 2018

Mainsail cover

Fair weather day covers

Wooden and alloy spinnaker pole

Fixed bimini frame with canvas cover.

1 Whale manual and 2 electric bilge pumps.

Twin horse shoe life buoys

2 x spare tillers

Personal safety lines

60m of chain

Fishermans kedge with warp and chain

Cockpit table

Swim ladder

2 x 20l diesel jerry cans

Wooden Ships classic yachts brokers have an extensive database of boats for sale. With a wide range of sailboats , classic yachts , motor yachts and small classic boats , Wooden Ships has one of the largest selections of traditional wooden boats and yachts for sale in the UK.

Disclaimer:

These particulars have been prepared in good faith from information provided by the Vendors and are intended as a guide, Wooden Ships cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. The Purchaser should instruct his agent or surveyor to validate all details as necessary and satisfy himself with the condition of the vessel and its equipment.

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Electrostal History and Art Museum

Most Recent: Reviews ordered by most recent publish date in descending order.

Detailed Reviews: Reviews ordered by recency and descriptiveness of user-identified themes such as wait time, length of visit, general tips, and location information.

Electrostal History and Art Museum - All You Need to Know BEFORE You Go (2024)

• (0.19 mi) Elektrostal Hotel
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• Norwegian Bokmål

Russia Sends Nuclear Fuel Across Arctic on Ship with History of Safety Violations

Weeks after sending crude oil on non-ice class tankers through the Arctic, Russian authorities shipped nuclear fuel across the Northern Sea Route on a cargo ship not specialized in the transport of nuclear fuel. Ship records also show a host of safety deficiencies during past inspections. The nuclear fuel traveled from Murmansk to Pevek to resupply the floating nuclear power plant Akademik Lomonosov.

Norsk versjon

Five years after towing the world’s only floating nuclear power plant into the Arctic, Russia’s State Nuclear Energy Corporation, Rosatom, delivered a fresh batch of nuclear fuel to the facility.

The nuclear material traveled along the Northern Sea Route (NSR) from Murmansk to Pevek aboard the cargo ship Smp Arkhangelsk . 

Ship records indicate that the vessel has a long history of safety violations and deficiencies recorded during inspections over the last decade. The vessel’s owner, Northern Shipping Company, has also been under sanctions by the US since May 2022. 

The transport of nuclear fuel customarily occurs on highly specialized vessels under strict international guidelines. The carrying of nuclear fuel on a conventional cargo ship across the Arctic’s icy waters is a cause for concern, according to industry experts interviewed by HNN. 

The nuclear fuel was manufactured by Rosatom fuel company “TVEL” in Elektrostal near Moscow before it was dispatched aboard Smp Arkhangelsk from Murmansk on September 15. The vessel arrived in Pevek 10 days later and took up position next to Akademik Lomonosov.

Based on satellite images analyzed by HNN the transfer of fuel took approximately 10 days.

A history of deficiencies

The vessel, constructed in 2002 by Damen Shipyard in Romania, has passed through the hands of seven different owners before arriving with its current operator, Northern Shipping Company. 

Port inspections going back more than a decade reveal violations ranging from missing voyage data recorder, lack of rescue boats and defect fire pumps, to inoperative auxiliary engines and MARPOL pollution prevention violations. 

While some of the violations were minor and none were severe enough to necessitate the detention of the vessel, they do paint a picture of an aging ship with ongoing deficiencies. Available public records also do not show any inspections since 2021.

“Considering this a voyage with dangerous cargo, it is pushing the limits,” explains Sigurd Enge, Senior Advisor on Shipping at Bellona Foundation, an international environmental NGO headquartered in Oslo, Norway.

“The risk connected to this vessel, on the Northern Sea Route in October is high, and based on their [safety inspection] track record, is very high,” continues Enge, who is one of the most experienced advisers at Bellona, working on marine safety.

“The Port State Controls with violation indicates that there is a high risk that an incident can occur. And with a history of lack of safety equipment, inadequate propulsion and auxiliary machinery, certificates and fire pumps, an incident can quickly turn into a serious event in terms of firefighting, safety equipment and skills.”

Not following international customs

The transport of nuclear materials in international waters is highly regulated, with a short list of specialized vessels, such as British freighters Pacific Egret or Pacific Grebe , doing the work. Nuclear material must also be stored in highly secured containers. 

The use of a ship not specialized in the transport of nuclear fuel shows limited options available to Russia “as there are ships that carry out this type of loading in Europe, for example,” explains Hervé Baudu, Chief Professor of Maritime Education at the French Maritime Academy (ENSM)

“This is clearly a case where Russia is proceeding in its own waters and territories with the means at its disposal. Admittedly, the ship does not comply with international requirements, but let's hope that the containers carrying the waste or fuel do,” he continues.

Based on the type deficiencies and where they were registered the ship is “not used to international customs and regulations,” explains Baudu. 

Risks related to time of year

The vessel’s lower Arc4 ice-class is also a cause for concern, with Enge calling it “not so reassuring.”

“To operate on the NSR at this time of year involves a risk. In October, the ice conditions can change fast, with new ice formation and strong wind and various temperatures the ice cover can move fast.”

It seems that the authorities are willing to carry out voyages ‘at any cost’. Hervé Baudu, Chief Professor of Maritime Education at the French Maritime Academy

Given the possibility of rapidly changing conditions, including weather and ice conditions, “the risk for dangerous cargo transport with not well-equipped ships is unacceptable,” concludes Sigurd. 

This holds especially true given Russia’s history related to the dumping of radioactive materials and sunken submarines across the Arctic in the Barents and the Kara Sea. 

Pushing ahead despite sanctions

The shipment of nuclear fuel follows the initial transport of crude oil to China across the Arctic on aging non-ice class oil tankers a few weeks ago.

“We are seeing violations of environmental rights with oil tankers from a fleet that is black and potentially dangerous as long as there is war in Ukraine,” elaborates Baudu. 

Enge concurs that sanctions have impacted operations on the NSR.

“The need to use the route for transport eastward makes the government more willing to push the limits for safety and “clean and safe operations in general. It seems that the authorities are willing to carry out voyages ‘at any cost’.”

Rosatom and TVEL did not respond to requests for comment.

Russia Sends Oil Tanker Without Ice Protection Through Arctic For First Time

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• nuclear fuel
• Nuclear waste
• Akademik Lomonosov
• Northern Sea Route

PM Støre: "Norway Will Reach NATO's 2 Percent Target Already This Year"

Are we going to be silent spectators of donald trump's military march into the arctic, uk aircraft carrier in the north: “a formidable show of strength”, rearmament without debate, putin asks fsb for help to avoid western sanctions as rosneft begins construction on vostok oil pier, the eu enters into new era of cooperation with the faroe islands and greenland, us arctic paratroopers practiced rapid deployment in northern norway, call for help from longyearbyen to the government: “decide what you want with svalbard”.