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Great yacht designs 8 – Black Soo

Black Soo was built by R & W Clark of East Cowes in 1957 for Michael Pruett. In period she was described as a development of van de Stadt’s Zeevalk (his first design of 1949) and Fair Meg of 1955; but van de Stadt moved things along a fair distance again with this radical design and her near sister, Zeeslang . All of them were based around hard-chine construction in plywood; the first, Zeevalk , was effectively an advertisement for van de Stadt’s friend Kees Bruynzeel’s new marine plywood, and she proved a weapon under the right conditions, coming second in class to the overall winner Yeoman in the 1951 Fastnet.

The early post-war period was an era of exciting and rapid developments in lightweight design, with Laurent Giles producing Myth of Malham and the remarkable Sopranino , and even though the trend had slowed by the late 1950s the attractions of the type were by then well established. Zeeslang (design number 58) was also for Bruynzeel, but Black Soo (number 59) was destined for a British owner. She was described as “the nearest thing to a planing boat in the RORC fleet”, and indeed with a good breeze on a deep reach, given a helpful wave face (and despite her narrow beam), she could be induced to plane, with some remarkable claimed speeds resulting.

Her total displacement was about half the weight of just the ballast keel of her contemporary Cohoe III , which was also 26ft on the waterline and described as of “moderate displacement”. Even today a 30ft yacht for offshore racing would rarely displace as little as 1.6 tonnes; the well-known J88 at 8.90m LOA displaces 2.2 tonnes, which puts the nearly 60-year-old design of Black Soo into perspective.

Her cast-iron, hollow fin keel with a swept-tip bulb, described in 1958 as at “the limit of narrowness”, weighed 760kg, giving her a ballast ratio of nearly 48 per cent; it demanded clever design and no doubt a high level of boatbuilding to keep her down to weight. Notwithstanding that the hull was effectively comprised of flat panels, her fine scantlings would have needed a careful touch. Thanks to her very narrow beam her wetted surface area was minimal despite the immersed chine, and she was very easily driven; even the mainsail from a 14ft dinghy that she took as a storm sail on the Fastnet proved too large. Her dead straight sheer line and flat panels gave her appearance an angular modernity, and her good rise of sheer forwards must have helped prevent nose-diving as she ventured offshore, but even so she must surely have provided her crews with a wet ride. The relative lack of flare in the sections probably gave her a useful ability to ride on the chine when heeled, using the immersed topside area to resist leeway.

The combination of flat panels and the hard chine gave her a hollow entry on the waterline, but as Herreshoff’s Alerion and others demonstrate, this is not necessarily a disadvantage. There looks to be just enough angle on the forward sections underwater to help avoid slamming when upright, but as she heeled over that may not have been true, and the qualities of Bruynzeel’s plywood must have been tested at times.

In the original form there was ruthless elimination of excess weight. This was a narrow boat, no question, and had a very limited interior with, as some wit noted, “full crawling headroom”. The four GRP Royal Cape One Designs based on the same design had a nod to convenience with a modestly raised doghouse at the aft end, but the original Black Soo had a low coachroof with transparent plastic panels. With a second tiller extending into the aft end of the cabin, the helm could sit below to steer and still see up to check the trim of the sails.

She was tough; she sailed through a force 8 gale in the ’57 Fastnet that caused Bloodhound to heave-to overnight and Drumbeat to retire after wrecking five winches. Ironically Black Soo then had to retire due to electrical problems; an early example of a problem we might consider a modern curse. Black Soo was based in Ireland for many years from 1962, but as the doyen of yachting correspondents Winkie Nixon noted, she “eventually succumbed to the Irish weather which is murder for even the finest plywood” and was broken up sometime around 1999. Her near sister, Zeeslang , was luckier; after racing in South Africa for 50 years she was restored and is now a “cherished classic” in Switzerland, and was exhibited at the Dusseldorf Boat Show in 2014.

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Review of Black Soo 30

Basic specs..

The Black Soo 30 is equipped with a finn keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a long keel.

The boat can only enter major marinas as the draft is about 1.83 - 1.93 meter (6.00 - 6.30 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Black Soo 30 is 2.02, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.8 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Black Soo 30 is about 128 kg/cm, alternatively 722 lbs/inch. Meaning: if you load 128 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 722 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 25m 2 (269 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Black Soo 30 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

The Black soo is a 29.7ft fractional sloop designed by Van de Stadt and built in plywood since 1957.

The Black soo is a light sailboat which is a good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a day-boat.

Black soo for sale elsewhere on the web:

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Thursday, August 18, 2016

Boat of the month. august 2016. "black soo"..

8 comments:

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You are welcome. Thank you.

Interesting. I actually live near the Hudson river, up in the northern part of upstate New York, and I sometimes rent a boat from the boat rental company around here next to the river by a park. But they don’t look anything like the boats you show here! I really need to get one of those laugh out loud. Maybe one day.

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Historical monohulls

Discussion in ' Sailboats ' started by Gary Baigent , Jun 11, 2013 .

pogo ingenious dilletante

Gary Baigent said: ↑ Don Wood sent me these pages, scanned from 1957 Yachting World annual. Van de Stadt's Black Soo. Maybe a few Kiwi light displacement designers back then were very influenced by this boat? Click to expand...

Trailersailer 1955 Uffa Fox http://sailboatdata.com/viewrecord.asp?class_id=101 pogo  

Lothar4550 New Member

How about a well preserved 17th century Pirate ship? Just kidding. We built her in our garage over the past two years.  

Attached Files:

Zeeslang Yacht New Member

pogo said: ↑ Yess !!! Zeeslang (Seasnake) was exhibited at Düsseldorf Boatshow one or two years ago. Original Plyboat from the fifties with small rounded " plastic cabin" ! http://2.bp.blogspot.com/-f1rdlEQ7Jj0/Um37fwy6kbI/AAAAAAAAaLo/5DOE7PMbSvo/s1600/img 169.jpg Zeeslang became in South Africa Royal Cape One-Design ( ROCD), named Black Soo. These boats got bigger cabins. That was in the early sixties. Later boats were entirely built in GRP. BLACK SOO sailboat specifications and details on sailboatdata.com http://sailboatdata.com/viewrecord.asp?class_id=490 Black Soos are very fast and very seaworthy boats. Here some experiences : "I sailed RCOD's for 6 years. My Dad, my brother and I raced "Reaction" (RCOD 38) from Richards Bay to Durban (about 80+Nm) and came second over the line behind a 76' maxi. We clubbed the rest of the fleet and won on handicap. We had about 40knt. up the tailpipe surfing at 22 knots in 20' rollers in the Agulhas current. On the day my dad bought the boat, we had a 60kn. South Wester nail the fleet. There were dismastings and other mayhem. We got home fine. There is ABSOLUTELY NOTHING UNSAVOURY ABOUT THE RCOD. The RCOD is singularly one of the most safe and seaworthy 30' yachts on the ocean today. Enjoy it if you have one... PODIUM FINISH FOR FAGAN IN HEINEKEN CAPE TO BAHIA YACHT RACE 80-year old Gawie Fagan and his crew on Suidoos 2 sailed across the finish line in Salvador to complete the 3380-mile Heineken Cape to Bahia yacht race in 21 days 22 hours and 24 minutes to take the third place on handicap. This is widely considered a remarkable accomplishment for the minuscule 9-metre Royal Cape One Design Suidoos 2 and her crew. Suidoos 2 is not only the oldest yacht in the fleet, skippered by the oldest skipper in the race, but bar the two mini-Transats she was also the smallest in the fleet. ckdboats.blogspot.com/2010/01/...lang-connection.html : I still own Foxy Lady which is a fibreglass RCOD. And yes these little boats still go like smoke. During the 2008 Vasco we regularly surfed at speeds of 18 kts. After the race the log and gps showed max speeds of 22 and 23.5 kts respectively. Neither of the drivers remembers achieving this speed but we may have been too busy watching the spinnaker leech to think about the log. We sailed a there and back race on Sunday ( abt 14 nm ) and finished first over the line and handicap. Although Foxy is for sale ( I have to sell her to finace refurbishing my Morgan 31 ) I cannot think of a better budget boat for the Sa coast. Her replacement, the L26 is a good boat, but you cant do ocean passages on one. As you probably know Suidoos II has 4 Atlantic crossings under her keel ( 2 South Atlantic Races from which she returned on her own bottom )." A lot of Black Soos have survived, some still win races : "RCOD’s competed in almost all offshore races in South Africa, made a number of podium finishes and held many speed records ie. Line honours in the 1971Vasco da Gama race 2, Richard’s Bay to Durban in 7 hours 13 minutes (Sun Tonic, 1990) and Durban to Richards Bay in 7 hours 03 minutes (Sun Tonic, 1990).3 In 2006 the famous Suidoos 2 made 3rd position on corrected time in the Cape to Bahia race. Reaction also had a number of podium finishes. She raced from Richards Bay to Durban (date?) and came second over the line behind a 76ft maxi and won on handicap.4 *She came first on handicap in her class in the 2009/2010 Twilight Series at the RCYC and for three consecutive years (2010-2012) she won the Cape Town to Mykonos race in the Mykonos Offshore Regatta in her class. In the 2010 Governor’s Cup she was the 6th boat to arrive at St Helena island and finished 2nd to Our Dianne on corrected time in the IRC class, only 1 day 14 hours 8 mins behind Our Dianne, even after she lost 48 hours by diverting to Langebaan with a broken rudder that had to be fixed." Some were restored https://picasaweb.google.com/daniel.look/Odette?authkey=Gv1sRgCJKnkNXsiPzhEw At last, The HP of the lightblue original " Zeeslang" Zeeslang http://eliasbaumann.wix.com/zeeslang pogo Click to expand...

Gary Baigent Senior Member

Looking at this van de Stadt, I feel embarrassed as a Kiwi for John Spencer and "for ourselves" - as a certain recent and brilliant AC helmsman would say. We knew Spencer was influenced by Black Soo - but didn't realize by how much. His Sirocco hull design was really more like a direct copy - and especially the keel shape. And we all thought he was the original light displacement guru down here. If he was still around, would jeer at him. Okay, maybe not, but would poke a stick. Jim Young knew the truth - and in those days, made himself unpopular by saying so.  

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Danson New Member

As you are talking about Black Soo... I broke my keel today. I am one of those who restore / restored a Black Soo RCOD. I had it sandblasted and during the process of fairing the keel it fell and broke. I just went away to get fresh sandpaper... Lucky Day Now what? I did almost all of the work myself and kind of lacking the funds for a new casting... Any smart and affordable Ideas? Daniel  

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Home » The Fallen Keel – An adventure in keel design.

The Fallen Keel – An adventure in keel design.

“my keel fell off” :.

A friend of mine by the name of Ray Ellard bought a second hand Stiletto 25.

Originally designed in the early 60s by New Zealander John Spencer it was one of the revolutionary boats of its era (right). It used the new-fangled material of Marine Plywood to produce a radically light and fast type of boat. Other examples of Spencer designs at the time were the 29ft Serendipity, the maxi Buccaneer (following two photos) and the maxi schooner New World – all notable boats.

Another designer working along the same lines at the same time was E.G Van de Stadt with his Black Soo ( red boat below, Zeevalk and later the first true maxi yacht, the mighty Stormvogel.

These boats were real flyers compared to the conventional planked boats they raced against. Faster upwind because of higher ballast ratios and low slung lead. Faster downwind in a breeze where they could plane at speeds unimaginable to contemporary yachting circles.

Additionally, these boats for the most part, could be amateur built and were quite seakindly – something had to make up for the lack of headroom!

Of course the yachting authorities at the time took a dim view of these fast, simple and relatively cheap boats so promptly altered rules to heavily penalise the speed producing factors or ruled them out on grounds of construction.

But I diverge

The Fall From Grace:

My friend Ray was sailing down the Port River in Adelaide when the boat shivered strangely and started rolling wildly …

…the keel had fallen off!

Ray is a man of action so he quickly dropped the sails and motored the mile or so back to the mooring.

I received a phonecall not long after this with a proposition from Ray – that I design a new keel that would be simpler to build than the original solid-lead tapered keel. He also wanted to lose some draft if possible. He certainly was not after “a race winning super streamlined job”. In fact he wanted the simplest, crudest keel possible so he could sell the boat and build something with a shallower draft for cruising the Gulfs and just possibly the Murray River.

So I set about making his wish come true!

First version – single section, one piece no taper to make it as simple as possible.

(The original keel is the deeper of the two outlines – one of the few bits of design I have done in imperial measurements – inches)

A simple approach – a single slab of lead with constant sweep and taper with a similar centre of gravity to the original (fig 1). The top had identical dimensions to the original so it could pick up the same bolt holes. I sent the drawings down to Ray.

I received a fax back. Ray was not happy with the idea of having to move such a monolithic lump of lead around by himself.

An “upside down keel” (fig 2) with the root chord (the part of the keel against the hull) the same as the original “fallen keel” (as it had been dubbed by this time). The upper section was to be a plywood box built hollow with three identical pieces of ballast bolted together and then to its base.

There were to be some extra floors fitted inside the boat to take the additional load

Ray faxed back that he appreciated my efforts at accommodating his ideas but was now looking at the possibility of moving the boat down to the Lower Murray at Goolwa. Like many Adelaidians he finds it more interesting than the long sail down the Port River, followed by a couple of hours bouncing around in the Gulf – before the long sail home.

The criteria became to reduce the draft of the boat to 3’6″ (1050mm) instead of 4’9″ (1445mm). Preferably without sacrificing any stability.

This was made more interesting because the hull draft was 14 inches – which left only 2ft 4ins (700mm) for the keel itself. I muttered a few times about the risk that the boat may not go upwind any longer with such a shallow keel. Ray replied that he thought it would be OK if he sailed the boat “sympathetically”.

Additional concerns are that as the boat is now going to be moved to fresh water that the boat will sink somewhat – probably by a bit more at the bow than the stern due to the depth of the bow. It was up to me to guess by how much and to move the ballast aft by the right amount to compensate.

In this version (fig 3) the plywood box part of the keel has a constant chord of 58 inches – 22 inches longer than the original. This would require Ray to fit two extra keelbolts and fit a couple of extra floors to the boat – I figured he would be happy with the extra keelbolts as they will reduce the risk of the keel falling off again.

The extra chord also allowed the area of the keel to come up to near where it should be -even though it was still very short on span (depth).

The ballast was stretched in a fore and aft direction. This allows the ballast to be longer and thinner, reducing its depth. The ballast is also slightly wider than the upper keel – I was hoping that the added width will reduce crossflow at the tip, reducing drag.

I sent it off to Ray with a scrawled repetition of my concerns about the damage to the boat’s performance.

Ray faxed back saying it looks fine and would I be so good as to do the final calculations and construction drawings.

The Last Temptation:

I attempted to juggle the volumes and centres of the keel and ballast to get the boat to float on her original lines in fresh water without creating an unbalanced helm.

I did take the opportunity to experiment with the Gougeon Bros developments in hardware bonding – where bolts are glued in place rather than fitted with nuts on the ends. This method was used to attach the bolts for both the ballast and hull attachment to the box keel. The holes in the timber flanges are drilled oversize by a calculated amount then thickened epoxy is poured into the holes, gluing the bolts in place. There is a good description of the method in Chapter 29 of “The Gougeon Bros on Boat Construction”.

Plywood construction for the upper hollow box is an excellent method as the surfaces are very fair (smooth without bump or undulations) allowing for a highly efficient foil section to be maintained. This makes a huge difference to the performance of any boat.

The final drawings (construction – above right) were posted down. They include full size computer plots of the frames for the keel box with ply thickness deducted, and full size plots of the pattern for the ballast allowing for shrinkage of the lead as it cools.

No News is Good News:

I didn’t hear from Ray for some time. Phone rings

Ray asks “You know those full size templates you sent down for the ballast” Hmm “Well the poured ballast came out a little different” Gulp

“You said it would weight 405kg” Y-Yes “It weighs 417”

Another call some weeks later

“You know that keel you drew for me” Ray says sternly I gulp ” Well I made it up and fitted it at the Port River before moving to Goolwa” I manage to croak something ” We won our class in the Port River Regatta”

He went on to say that the boat was easier to handle, faster downwind (as expected) but seemed unchanged upwind. On final transition to fresh water the boat is back on its original lines, in original trim.

It all goes to show there are such things as Guardian Angels.

But other keels of ours seem to work very well (as in last week’s tale of the Orange Boat) … Keeping our Guardian Angel busy!

You cannot tell the condition of keel bolts by the condition of the nuts on the ends.

Disclaimer:

Dear Reader, please do not assume that the success of this project means that a keel of this style will give both shallow draft and race winning performance to any boat. My concerns about ruining the performance were quite real. However I struck a combination of the right boat and the right owner – Ray also happens to be a sailor of the first order. Guardian Angels again I guess. But then our boats do seem to sail upwind nicely :).

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2 thoughts on “The Fallen Keel – An adventure in keel design.”

Do you still have available the plans and materials count for this keel?

Chris Hamilton

I still have the outline material but not the detail information. Pretty much the construction drawings of the keel as in the article and a standard NACA I don’t have a printer to plot any more. Also don’t have the calculation for the slightly larger mould for the lead to shrink to the final shape.

It would take a lot of time to resurrect I’m afraid, so it is not practical.

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Fin with rudder on skeg

Specifications BLACK SOO

1957 - 29.70 ft / 9.05 m - Many - Van de Stadt

BLACK SOO Sailboat Data

Hull Type: Fin with rudder on skeg Rigging Type: Masthead Sloop LOA: 29.70 ft / 9.05 m LWL: 25.92 ft / 7.90 m S.A. (reported): 314.00 ft² / 29.17 m² Beam: 7.00 ft / 2.13 m Displacement: 4,000.00 lb / 1,814 kg Ballast: 1,965.00 lb / 891 kg Max Draft: 5.92 ft / 1.80 m Construction: Plywood/single chine First Built: 1957 Builder: Many Designer: Van de Stadt

Information from  sailboatdata.com .

Hull Speed: 6.82 kn

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• Sailboat Guide

1968 Van DeStadt Black Soo

• Description

Seller's Description

31FT Van DeStatd Black Soo 1968.

ULDB “Starbuck” 27.5 LWL 4500 lbs. Symmetrical and asymmetrical spinnakers. ATN spin sock. New Tohatsu 3.5. X5 and St2000 autopilots. Plotter w/AIS. E-rudder. Solar, lithium battery. Double axle trailer.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Derived from the earlier ZEESLANG of the mid 1950’s and from a number of different builders around the world.

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After sailing around the world, Cole Brauer says she's more grounded than ever

Cole Brauer's adventure put her in the history books and in the heart of the most isolated and dangerous places on Earth. Not to mention Instagram .

The southern oceans of the Atlantic and Pacific that Brauer endured alone in her 30,000-mile sailboat voyage brought her face-to-face with bigger waves and storms than most people will ever see."It's like going to Mars and hoping that you can breathe," says Brauer, who became the first American woman this month to sail solo nonstop around the globe . "It's not made for humans."

She's now a seafaring celebrity who has been deluged with more questions about aquatic travel and surviving the dangers of the deep than Jules Verne and Jacques Cousteau. That's because Brauer's social media followers now total half a million, and many are asking about her journey and how she did it.

"With this newfound fame, I want to keep my feet on the ground," says the 29-year-old from Long Island. She's looking to chart a new course in the sailing industry, which has historically been a bastion of elitism and exclusivity, she said.

Brauer used Starlink − the low-orbit satellite network owned by tech billionaire Elon Musk − to get an internet signal on her voyage so that she could talk to her team, FaceTime with her mother and post videos to Instagram from her 40-foot Class40 sailboat, First Light.

She departed from A Coruña, Spain, on Oct. 29 and was at sea for 130 days. She competed against 15 male sailors, eight of whom had to drop out. Sailors set off at staggered times, depending on the speed of their boat. Brauer finished second in the race, behind France's Phillipe Delamare.

"Cole put in a tremendous effort to achieve a tremendous result," said Marco Nannini, who organized the Global Solo Challenge race.

Treacherous conditions in the Southern Hemisphere

Because the race took Brauer around the world, she had to endure scorching temperatures near the equator and near-freezing cold in the globe's southern oceans − where waters are more choppy and dangerous to sail, she said.

"I always had respect for the ocean, but this was an absolute different level," Brauer said. "It's beautiful. It's uninhabited. It's just untouched by humans."

Stronger winds and underwater currents in the Indian, South Atlantic and Pacific oceans often react to form bigger waves and "crazy storms," Brauer said, making those areas "some of the most dangerous places to be on the planet."

Unlike the part of the Atlantic Ocean stretching between North America and Europe, the southern oceans have a lot less traffic, Brauer said. During the two months she sailed there, she said, she saw only one other boat. The weather was colder and grayer, and the nights were much shorter.

The scariest moment came about two weeks from the end of race, when over just a couple days a fellow competitor had to abandon his ship because it started to sink and another had to do the same after his boat lost its mast.

It caused Brauer to feel paranoid, she said, even imagining noises coming from her own boat, which was also going through normal wear and tear.

"I just felt like, 'Oh my gosh, what's going to break next?'" she said. "Is the boat going to break in half?"

Alone in the middle of the ocean, Brauer felt homesickness, then zen

Brauer made it all the way around the world the same way any sailor goes from one point to another: staying out of direct wind and tacking from one direction to the next until she finally got to the finish line.

"You want to go straight, but you can't," she said. "You can't sail directly into the breeze; you have to tack back and forth at a 45-degree angle. I went around the world tacking, and jibing, and eventually you make it there − but there's a lot of twists and turns."

Brauer also had to constantly check the weather and change sails while also maintaining the boat.

"Everything has the possibility of breaking," Brauer said.

Brauer slept on a pile of bedding on the boat's floor for two to four hours at a time. She boiled water and used a warm wash cloth to bathe, she said. She packed 160 days' worth of freeze-dried food, including a peaches and cream oats mix that became her favorite.

Despite the technical challenges of sailing around the world, homesickness was by far the biggest challenge, she said. In Spain, before she set off on the race, nightly family-style dinners with teammates and group outings in A Coruña created intense personal bonds that she longed for on the ocean.

"All of a sudden I had a family of like 12, and you get very used to being surrounded by all these boisterous and loud people," she said.

But then, something clicked one evening when Brauer was in the boat's bow watching the colors of the sunset bleed through a massive sail.

"My body and my mind finally got used to being out there and and knowing that this was like where I was supposed to be," she said.

Brauer said she saw dolphins, sea turtles, plenty of fish and even a whale as big as her boat.

"It's just so magical," she said.

Pitch-black night skies were another highlight, Brauer said, especially when she was sailing through hot areas and the darkness brought cooler temperatures.

Brauer documented every moment on Instagram

Brauer shared details of her journey with tens of thousands of followers on Instagram. At the start of the race, her Instagram account had 10,000 followers and now boasts nearly 500,000.

Creating and posting more than 150 original videos from the boat allowed Brauer to stay connected with other people even when she was in the middle of the ocean.

Many of Brauer's videos showed her raw emotions up close, like in one post from early in the race when she angrily vents about the moment she realized she'd have to fix several boat parts on her own.

"Right now I've been feeling just broken," she says in the video.

That vulnerability is what's allowing Brauer to chart a new course in the sailing industry, she said.

"I've shown a good piece of me. I've put my heart and soul out there and I think a lot of people are really afraid to do that," she told USA TODAY. "If you want to judge me for changing or molding myself a different way, you don't have to follow me."

Race win was a team effort

Brauer surrounded herself with a team of sailors and experts who helped guide her from ashore. There were medical staff, a weather router, an expert rigger, an electronic systems manager, a sailmaker and many other team members.

Next, Brauer and her behind-the-scenes team are preparing for the Vendée Globe in 2028, another around-the-world race with stricter rules and a bigger cash prize. She won 5,000 euros (about $5,430) for finishing second in the Global Solo Challenge.

That race will be far more difficult, Brauer said, because the sailors have to race on their own and cannot receive any verbal assistance from their teammates on land.

Almost two weeks since reaching dry land, Brauer said, she now craves being out on the ocean more than ever and even feels a sense of pain when she's not able to see the water or look up to see a sky covered in white, fluffy clouds.

"The fear used to be about the boat, when I was on the boat. Now the fear is not being out there," she said. "I'm not afraid of the ocean − I'm afraid of not being on the ocean."

As for her goal of sailing around the world?

"I did everything that it took to get here, and now I can bask in it. I made the biggest dream that I could possibly think of doing and then did it."

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Breaking news, a look at the splashiest yachts at the palm beach international boat show.

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Spectacular multi-million dollar yachts — check! Balmy, waterfront location — check! Family-friendly exhibitions and fun — check!

Then it must be the 42nd annual Palm Beach International Boat Show, which cruised into West Palm Beach this week. The city’s waterfront Downtown was transformed into a yachters’ haven, filled with ultra-luxurious yachts and cruisers and a seemingly endless range of yachting-inspired activities.

This year some 800 boats and yachts participated in the show, which is expected to lure over 55,000 total visitors along with 600 brands. In total, the four-day show is anticipated to pump over $1 billion into the economy of the Palm Beach area, which has seen both its population and popularity surge since the pandemic.

“Beyond its economic significance and standing in the industry, the Palm Beach International Boat Show holds a special place in the hearts of local residents, revered as one of the region’s must-attend events,” said Alyssa Freeman, executive director of the Marine Industries Association of Palm Beach County (MIAPBC).

The show supports a series of satellite events such as the Winward VIP Club, with an open bar, gourmet dining and special pop-up activations. The Super Yacht Show Palm Beach at Palm Harbor was where the show’s most glamorous — and truly gargantuan — superyachts are on display. At the AquaZone, which is presented by Nautical Ventures, guests can enjoy a “show within a show” via an interactive experience featuring a wide range of water sports and cutting-edge, marine-related products.

“The Palm Beach International Boat Show holds a special place in the hearts of local residents.”

As always, the Show delivers an exceptional array of culinary experiences, including world-class cocktails provided by sponsors such as Goslings Rum. The Show also includes a series of education seminars that appeal to visitors of all ages, including the Hook the Future’s Kids Fishing Clinics with Captain Don Dingman, who demonstrates various fishing techniques while showcasing a wide variety of fish species. Participants get a free Hook the Future x Carolina Skiff rod and reel combo.

But it’s really all about the boats. Here are five of the most unique, intriguing and eye-popping vessels on display.

The lucky charm

Few yachts at this year’s show are as jaw-dropping as Talisman C. Designed by London-based interiors aces H2 and manufactured by Turkish master yacht-builders Proteksan Turquoise, it’s currently listed for sale by British yachting firm Burgess for a cool $59.7 55 million. Spanning just over 231 feet long, it features six full-sized cabins that can sleep up to 14 guests, including a sprawling owner’s suite with its king-size bed and crystal chandelier, massive walk-in closet and grand library (which can easily be converted into an additional cabin).

Upstairs, the yacht’s sundeck features a large glass-encased Jacuzzi, sun beds and dining area under the sun or stars. A chic swim platform allows for easy access to the azure seas while the nearby aft deck area includes a fully equipped bar with club seating as well as a full-size dining area capped by a glass-threaded chandelier.

The vessel is powered by a pair of 2,447hp Caterpillar diesel engines, which provide a top speed of 18 knots, a cruising speed of 15 knots and a transatlantic range of 7,000 nautical miles.

The emperor

Reaching just under 300 feet in length, the Nero is, without doubt, one of the most eye-catching vessels at the entire Palm Beach show. Although completely contemporarily designed and manufactured, the Nero embodies the look and aesthetic of classic boats from yachting’s golden age during the 1930s. Fully overhauled in 2021, the Nero — which is currently on the market for just under $500,000 per week via Burgess — was designed in the spirit of Corsair, a yacht launched in the 1930s that belonged to legendary Wall Street financier J.P. Morgan.

Inside, it could not be more luxurious. On the top deck is a world-class gym fitted out with equipment by Technogym, while a few steps beyond is a beauty salon, which comes with an in-house beautician and masseuse.

There are six cabins with room for 12 guests — along with an on-board Jacuzzi, pool and waterslide. Throughout, veteran yacht designer Laura Pomponi has updated and upgraded the Nero’s look, introducing a range of new handmade carpets, along with hardwood floors, new sofas and elegant art-works. Pomponi has also lent her hand to Nero’s distinctive 30-foot Corsair custom-built tender that has been refitted so guests can arrive in impeccable style.

The secret agent

As its name suggests, the 236-foot Casino Royale brings a large dose of Bond-like elegance and intrigue to West Palm Beach. Constructed by Italian master shipbuilder Tankoa in 2018 and given a top-to-bottom retrofit in 2022, Casino Royale includes six cabins for 12 passengers and has been awarded a slew of industry accolades for its innovative and forward-thinking technology and aesthetic. Nearly two dozen crewmembers tend to those lucky voyagers, which luxuriate in an on-board circular swimming pool and access the ship via a helicopter port.

The yacht’s primary suite is nothing if not grand, featuring 180-degree views from its king-size bed along with its own study and al fresco terrace with private sunbed and Jacuzzi. There are five additional guest suites — all with their own private baths. Just beyond is an open-air living layout complete with a range of bespoke contemporary furnishings across the boat’s nearly half-dozen passenger decks.

Outside the amenities are just as abundant and include an onboard beach club with a lounge, bar, sauna, terrace and hammam/shower. All are ideal locations to rest and recharge after a workout in the yacht’s wellness center. On the main deck, there’s a nearly 20-foot-long infinity pool, while that helipad can easily convert into a dance floor.

The love boat

View this post on Instagram A post shared by Edmiston & Company (@edmistonyachts)

Completely futuristic and totally cool, the 180-foot-long Come Together is the ultimate example of stealth wealth on the high seas. Completed just two years ago by the Dutch firm Amels and currently on the market for a cool $65 million, Come Together features an unmistakable architecturally styled exterior reminiscent of a city-center skyscraper.

The boat can house up to 14 guests and 13 crew members within its unmissable steel hull and an aluminum-clad super structure — all cruising at a top speed of 15.5 knots.

The boat’s expansive master suite is set within its main deck and features sprawling storage space, a dressing room as well as his and hers bathrooms. There are an additional VIP cabin, two double cabins and two further cabins that can operate as twins or doubles. Up top, there’s a fully equipped gym and Jacuzzi — while a set of Jet Skis, water skis and hover-like Seabob watercraft keep the fun going just off deck. Come Together’s unique underwater lighting system also delivers a strong dose of excitement come nighttime and is the perfect way to enjoy an after-hours swim.

Want more? Then don’t forget about the on-board wakeboards, paddleboards and snorkeling equipment. And, when the moment strikes to head from the boat to land, travel could not be easier thanks to an easy-access 30-foot Limo Tender.

The cordial cruiser

The aptly named Hospitality ticks off the right boxes when it comes to superyacht bells and whistles. This twin-engine beauty can house up to 16 passengers along with 11 crew at a maximum cruising speed of 24 knots. Built back in 2011 by Westport Yachts here in the US, Hospitality — which is currently on the market for just under $30 million — underwent a comprehensive retrofit in 2021.

Along with all of the requisite yachting toys — Jet Skis, Seabobs and paddleboards — Hospitality includes a grand private owner’s suite with its own private relaxation balcony, seven cabins along with a relaxation room that can be used as a gym or spa and meticulously designed public spaces across is handful of decks. There’s also a handy tender for quick — or, not so quick — jaunts to the shore for dining and shopping.

Hospitality mostly cruises the Caribbean to New England, making the most of Northern Hemisphere winters.

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Queen of Tears star Kim Soo-hyun in talks of joining upcoming black comedy drama Knock Off

A ctor Kim Soo-hyun is to reportedly star in the upcoming dark comedy-drama Knock Off (Working Title) which is said to air on Disney +. On March 21, multiple media agencies reported that the actor would join the upcoming drama as the main cast member. Later that day, his agency confirmed that the actor was offered a role in Knock Off and he is currently reviewing it.

The agency Gold Medalist informed Daily Sports,

"Kim Soo-hyun is positively considering appearing in 'Knock Off'."

The upcoming K-drama is making a buzz on the internet as it will be helmed by director Park Hyun-suk known for his work in Stranger season 2 (also known as Secret Forest 2). Furthermore, Arc Media which produced series such as Youth of May, Casino, Crazy Love, and more will be producing Knock Off .

Not much has been revealed regarding the character Kim Soo-hyun will play and this has caused much anticipation among fans and netizens.

Queen of Tears actor Kim Soo-hyun in discussions of joining Disney + drama Knock Off as a cast member

Actor Kim Soo-hyun, known for his remarkable acting prowess and captivating screen presence, has been all over social media since the reports of him joining an upcoming Disney + drama started swirling. On March 21, his agency revealed that he had been given the script of the dark comedy-drama Knock Off.

The It's Okay to Not Be Oka y actor is reviewing the offer to appear in the drama. Meanwhile, Knock Off is directed by director Park Hyun-suk who showcased his exemplary directing skills through notable K-dramas.

He directed shows such as Song of the Bandits featuring Kim Nam-gil and Girls' Generation's Seo-hyun on Netflix and Stranger season 2 starring Cho Seung-woo, Bae Doo-na , Jeon Hye-jin, and more.

The production company has yet to release other details regarding the drama.

Kim Soo-hyun in Queen of Tears

Queen of Tears was Kim Soo-hyun's first K-drama in three years, since Coupang Play's original series One Day in 2021. The story follows the life of Baek Hyun-woo, the legal director of the Queens Conglomerate which has established multiple companies under its umbrella.

He took on the role of Baek Hyun-woo known as the pride of Yongdu-ri due to his prosperous career and talents, his hometown where he was born and raised. Meanwhile, Arthdal Chronicles star Kim Ji-won plays the character of the Chaebol, Hong Hae-in who is the heiress of Queen's conglomerate. Hong Hae-in is Baek Hyun-woo's wife known for her cold-hearted personality among the company employees.

Queen of Tears features other actors like Park Sung-hoon, Lee Joo-bin, Kwak Dong-yeon, and more. The drama saw a significant rise in ranking on the Netflix top 10 global non-English series chart at No. 3 for the third and fourth episodes. The initial two episodes of the show ranked No. 7.

The drama started airing on March 9, 2024, on tvN. Notably, it also airs weekly on Saturdays and Sundays on Netflix.