motor yacht atlantic

Crossing The Atlantic By Motor Yacht? Everything You Need To Know

A yacht can travel both the Pacific and Atlantic seas. A sailing boat or a motor yacht may span the Pacific and Atlantic seas. It’s preferable to have a tank large enough to store the amount of fuel you’ll be burning.

Not all yachts, however, are capable of undertaking these journeys. If you intend to sail across any of these seas, be sure you have an ocean-going boat as well as the necessary equipment and abilities.

Some yachts will not have enough fuel to make the journey and will be transported aboard specially constructed freighters.

In this essay, I’ll go over some of the key facts concerning yachts that you should be aware of before embarking on your journey.

How Long Does it Take to Sail Across the Atlantic?

Sailing across the Atlantic takes roughly 3-4 weeks, but if you’re lucky, use shortcuts, and have a speedy sailboat, you can accomplish it in two weeks. It might take up to a month if you don’t get enough wind for a week or longer. It’s critical to know the shortcuts, optimize speed, and have cross-Atlantic sailing expertise.

How Far Can a Yacht Travel?

In an 8-hour day, a powered boat of 35 feet in length can go over 200 miles at a speed of 25 knots. They can cover about 300 miles in a day at 35 knots. You can go thousands of kilometers if you have adequate gasoline or fill-ups.

Can a Yacht Cross the Atlantic Ocean?

A typical powered boat would require a tank with a capacity of roughly 5000 gallons of petrol and a fuel efficiency of 2.5 nautical miles per gallon to traverse the Atlantic.

This is based on a gasoline consumption rate of 4 gallons per hour at a cruising speed of 10 knots. Of course, this is at cruising speed. They can’t keep going at top speed for an extended amount of time (which would burn through the fuel faster).

The voyage (about 3,000 miles) would take 300 hours or 12.5 days at 10 knots.

Every year, sailing boats cross the Atlantic since the only fuel they use is to power generators that power aboard equipment.

When the weather isn’t cooperating, some fuel may be utilized to power the boat.A fast boat traveling at 25 knots takes roughly 4–5 days to cross the Atlantic Ocean. In a sailing yacht, though, it would take longer (which also depends on the winds).

We have a lot more information on which boat types are capable of crossing oceans. If you’re thinking of taking a boat journey across the oceans, this is a must-read.

Read more: Boat Fuel Tank Vent Open or Close (What to do?)

How Large Does A Boat Need To Be In Order To Cross The Atlantic Ocean?

To cross the Atlantic, you’ll need a boat that’s at least 30 feet long, whether you’re sailing or motoring. For safety and comfort, your boat should be at least 40 feet long. Although the experience of sailing or motoring across the Atlantic is vastly different, both require a boat of this size. If you plan on having a crew on board, you may need a boat that is much larger. Why do you need a 30 or 40 foot boat when you can cross the Atlantic with a lot smaller boat? The simple answer is that attempting to cross in anything smaller may be extremely risky and inconvenient. Here are a few reasons why you should get a boat at least this size:

Seaworthiness

You don’t want to be stranded in a tiny boat as the waves start to rise. In the Atlantic, boats significantly larger than 30 or 40 feet are often sunk due to bad weather.

If you go any smaller, you run the danger of being sunk in a storm. Make the mistake of assuming you can organize your vacation around the possibility of bad weather.

Storms may appear out of nowhere in the unpredictable Atlantic Ocean, and any vessel could be caught off guard, regardless of the season. Although not every 30 or 40-foot yacht is seaworthy enough to cross the North Atlantic, this size is a minimum need for ocean navigation.

Supply Storage

Even if you want to conduct as much open-ocean fishing as possible while crossing the Atlantic, you’ll need to have supplies. You should have enough food and drink for everyone in your crew to last the whole voyage.

Keep in mind that crossings can take longer than expected, so make sure you have adequate supplies to account for delays. You’ll need to reserve gasoline if you’re crossing in a motorboat or if you have a backup motor for your sailboat.

You may need a larger boat if you need to store a lot of provisions for your voyage. Too much weight can cause your boat to sink in the water, making even a seaworthy boat much less seaworthy. A boat that is too low in the water might be swamped by waves more quickly.

Before you load up your boat and set out on the water, be sure you know how much it can securely handle.

Comfort Of The Crew

Until you’ve spent a few weeks out on the open sea aboard a 30 or 40-foot boat, it may appear to be rather large. If you want to enjoy your passage, you’ll need a boat large enough for everyone on board to have their own space and stretch their legs at regular intervals throughout the journey. Even with a one- or two-person crew, 30 to 40 feet is required to achieve this aim.

Crossing The Atlantic In A Motorboat

You might be surprised to learn how much gasoline it takes to cross the Atlantic in a powerboat. Simply storing all of that fuel aboard your yacht can take up a lot of space.

Fuel should not be utilized for longer than 90 days in most cases. This should be enough time for you to cross the Atlantic, but it could not be. You may preserve fuel for up to six months or even two years if you use a fuel stabilizer or don’t mix it before use.

Fuel storage will require a large portion of your entire storage space. For the same journey, you could require a larger motorboat than a sailboat.

The advantage of crossing in a motorboat is that, while it may require more storage and gasoline, utilizing it instead of the wind for movement may make your route much more predictable. A speedboat can move in nearly any situation except particularly severe and inclement weather, but a sailboat must wait for the wind to be right to make headway. As a result, you won’t need as many resources to prepare in case you don’t arrive at your location on time.

Enjoy Your Crossing

It’s difficult to imagine a more thrilling experience than sailing the Atlantic Ocean on your own boat. You will most likely have a very pleasurable vacation whether what kind of boat you choose, as long as you choose a boat of at least 30 or 40 feet and plan wisely.

ATLANTIC YACHT CHARTER

32.99m / 108'3 westport yachts 1998 / 2021.

Previous Yacht

Cabin Configuration

Special Features:

Impressive 2,500nm range
Sleeps 8 guests
11.89m/39' HCB Outboard
Shallow draft and fast speeds for reef exploration

Superyacht Atlantic is a thrilling yacht charter vessel for those looking to cruise the open seas in large numbers in the utmost comfort

The 32.9m/107'11" motor yacht 'Atlantic' by the American shipyard Westport Yachts offers flexible accommodation for up to 8 guests in 4 cabins and features interior styling by Sheryl McLaughlin.

For outdoor living nonpareil, Atlantic is the number one choice, offering a variety of spacious living areas and fabulous amenities, vacations aboard this yacht are sure to be nothing short of spectacular.

Guest Accommodation

Built in 1998, Atlantic offers guest accommodation for up to 8 guests in 4 suites comprising a master suite, two double cabins and one twin cabin. She is also capable of carrying up to 4 crew onboard to ensure a relaxed luxury yacht charter experience.

Onboard Comfort & Entertainment

Keeping comfortable and entertained on Atlantic is easy thanks to the available amenities, notably a deck jacuzzi, perfect to enjoy the scenery with your favourite drink in hand.

Atlantic benefits from some excellent features to improve your charter, notably Wi-Fi connectivity, allowing you to stay connected at all times, should you wish. You can stay comfortable on board whatever the weather, with air conditioning during your charter.

Performance & Range

Built with a GRP hull and GRP superstructure, she benefits from a semi-displacement hull to provide exceptional seakeeping and impressive speeds. Powered by twin MTU engines, she comfortably cruises at 12 knots, reaches a maximum speed of 21 knots with a range of up to 2,500 nautical miles from her 21,953 litre fuel tanks at cruising speed. With a shallow draft of 1.7m/5'7" Atlantic can anchor closer to coves and sheltered bays overnight.

Atlantic has a good selection of water toys and accessories to entertain you and your guests whilst on charter. Take to the sea on the Jet Skis offering you power and control on the water. In addition there are two SEABOBs, offering a truly remarkable experience that lets you skim along the surface or swim with the fishes quietly and safely. If that isn't enough Atlantic also features fishing equipment, inflatable water toys and snorkelling equipment. Atlantic also sports a 11.89m/39' HCB Outboard to transport you with ease.

Based in the magical waters of the Caribbean all year round Atlantic is ready for your next luxury yacht charter. Let Atlantic Discover the magical places, food and experiences of the the Caribbean.

This luxury motor yacht for charter is in prime condition to host your next holiday of a lifetime.

TESTIMONIALS

There are currently no testimonials for Atlantic, please provide .

Atlantic Photos

Amenities & Entertainment

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

Atlantic is reported to be available to Charter with the following recreation facilities:

1 x 11.89m / 39' HCB center console

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

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

'Atlantic' Charter Rates & Destinations

Summer Season

May - September

$55,000 p/week + expenses

High Season

Cruising Regions

Caribbean Bahamas

HOT SPOTS: Florida

Winter Season

October - April

$60,000 p/week + expenses

Charter Atlantic

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

To charter this luxury yacht contact your charter broker or

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Yachting World

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What’s the right yacht for an Atlantic crossing? The one you’ve got now

Elaine Bunting
May 20, 2015

What sort of yacht do you need to sail across the Atlantic? There’s no black art, says Elaine Bunting, you just need a bit of preparation

Numerically, the most common yachts for sailing across the Atlantic are ordinary production cruisers with standard kit, usually with upgrades of safety and power generation equipment. The happy truth is there’s no black art to sailing 3,000 miles downwind; the toughest part can be getting across the Bay of Biscay.

So whatever boat you have right now, the chances are that she’ll be fine for an Atlantic crossing with a bit of extra preparation. You don’t have to let waiting for the ‘right’ boat put you off going.

However, this doesn’t apply so much if you intend to complete an Atlantic circuit and sail from the Caribbean to Europe . The return route can be very tough, with a real chance of rough windward work, and a yacht that is wonderfully comfortable and spacious at anchor can slam and be very uncomfortable on the way back. Shipping back or delivery are both alternative options.

I’ve found that skippers tend to focus on equipment that adds comfort, but also complication: watermakers, generators, comms equipment. All are undoubtedly useful, but remember that every additional item adds complication, spares and service cost/time.

Apart from a sound boat, all you really need is water, food, fuel and a (paper) chart of ‘North Atlantic, Southern Part’.

Whatever else you do, don’t let those extras distract you from ensuring the integrity of the rig (including the boom and gooseneck fittings), rudder and hull. These are paramount. Rudders, in particular, are subjected to very high side loads in big following seas. I’ve seen people about to set off across the Atlantic on boats that were sporting the latest luxury kit, from ice cream makers to air conditioning, but with split pins not bent back or a clevis pin working out.

What sails are best?

The simple answer is reasonably recent, quality sails that aren’t liable to break. However expensive, good sails are worth every penny. As to what combination is best on a long downwind passage, that’s a complicated and potentially long-winded debate. Let’s just say that, for the average family crew, a smart crossing is all about consistent speed, 24 hours a day. The key is not to have downtime.

There is absolutely no need to sail hot angles downwind unless you are sailing to polars on a high-performance design. A spinnaker or code sail is great in lighter winds, but in stronger winds you will need several crew on watch at a time and if you blow the sail in a squall or a sudden reload it will be a costly choice.

There is nothing wrong with the old ‘barn doors’ arrangement of mainsail and poled-out genoa. Sure, it’s unflashy and unheroic, but it’s also easy, trouble-free and you’ll trot along in any conditions with minimal drop in speed for the occasional gybe. Just keep an eye out for chafe and be sure to set up a preventer on the boom and a foreguy topping lift and downhaul when poling out the headsail, so you can furl in quickly when that night-time squall hits (which it will).

Power planning

However much power you expect to use on an ocean crossing, you will need more. Nav lights, radar, radio scheds, autopilot, watermaker, fridge, freezer, computer, fans – you name it, they all add up. Last year, when we carried out our annual survey of ARC skippers , we found that yachts of between 46ft and 55ft had a battery capacity, on average, of 700ah, rising to 1,000ah for yachts over 56ft.

Since the design life for marine batteries is five years, it makes sense to set off with new batteries – it’s easier and may be cheaper than replacing them later. A majority of people in our survey had an extra house or domestic battery bank and one or two had boosted the battery used for their windlass.

Interestingly, when we asked about the power equation again in our follow-up survey a few months later , numerous skippers said that they had increased battery capacity yet again or planned to do so in future.

A water generator could be a useful addition

Rather than adding to machinery with a diesel generator, it’s worth looking at wind generators, solar panels and the Watt & Sea or Sea-Gen water turbines . These alternative power generation sources have advanced a lot in recent years. A larger alternator may be worth fitting too, and if only one is fitted to the engine, carry a spare.

Be prepared for gear failure

Be prepared for key equipment to fail because sooner or later it probably will. If it’s gear you normally rely on, like an autopilot or watermaker, have a contingency or a workable plan to do without. Of all the gear problems that give most stress and trouble, the most pressing is autopilot failure. That will start to put a small crew under strain by robbing everyone of rest time.

For the same reason, it’s a good idea to make sure most or all of your crew are decent helmsmen downwind in following seas. If not, spend some time on passage tutoring them.

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How To Cross the Atlantic, Routes and Timelines

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Before the time of ocean liners and airplanes, crossing the Atlantic used to be a great adventure that took a long time to complete. Nowadays, it’s very different; it’s still a great adventure, but the time it takes to complete has changed.

Here’s how long it takes to cross the Atlantic on various types of boats.

Looking at this table we can clearly see that the time it takes to cross the Atlantic has decreased exponentially. Some big developments were of course the steam engine that allowed for bigger and much faster ships to travel the Atlantic while also bringing a lot more cargo.

If we look at the Sailboats in this list, we can see that the more hulls you have the faster it goes (if you want to know more about how that works, check out this article)

There is not a significant difference in time to complete between the catamarans and the trimarans in the short run, but in a circumnavigation of the world, the difference can be huge.

A monohull on the other hand is slower, this is mainly due to the amount of drag this type of hull has.

This table compares different types of boats under the same conditions and adds an airplane as a point of reference.

Transatlantic Crossing in Record Time

Here are the records for the fastest crossings of the Atlantic in a Sailboat.

The 2880 Nautical miles(5330 Km) long route starts at Ambrose Light in New York and finishes on an imaginary line between Lizard Point and Ushant of the coast of England

As you might have noticed, there aren’t any numbers for catamarans since the classes are divided between monohulls and multihulls. Since trimarans (three hulls) are faster than catamarans (two hulls), there is no real point in racing a cat.

What you also may have noticed are the ridiculously high speeds these boats are doing. Bear in mind that these are racing boats optimized for speed and made to smash world records.

There’s a big difference between the 28 knots a racing trimaran will make and the 9 knots a cruising catamaran will.

What Type of Sailboat Do You Need To Cross The Atlantic?

Crossing the Atlantic can be done in almost any sailboat or ship. As a matter of fact, it has already been done in small rowboats and open catamarans, so everything is possible.

If your question is what boat should I use to get a somewhat comfortable and safe trip, well, then we have something to talk about.

Choosing between a monohull or a multihull has more to do with personal preferences. Some people really like the stable platform of a catamaran, and others dont think it’s a real way of sailing and wants to be heeling over to its side to fully get that true sailing experience.

For me? Catamaran every day, speed, and comfort, but I’m also not a purist sailor in any way. I’m an adventurist, and the boat is merely a way to experience adventures.

The size I would say matters, bigger usually means it’s safer and can handle bigger waves, although it might be harder to handle on your own I something happens to you or your crew mid-sea.

Most people seem to cross the Atlantic with a boat in the 35 -45 ft spectrum, which fulfills both requirements!

If you are interested in digging deeper into what sized boat you should get, check out my article on Best Sized Catamaran for Ocean Sailin g

Other aspects you might consider are the size in terms of space onboard , how many people are you doing the passage with, the more people, the easier operating the boat will be. This assumes you have a well-trained crew that you know well.

And what are you going to do once you get there, is it the end of your trip or is the beginning. If you’re doing everything just to cross the ocean and then get someone else to bring it back, that’s one thing. But if its the start of a long adventure, the requirements are different. You are going to want more space for scuba gear, and other toys.

I do think the most important aspect is that you have a seaworthy boat that it’s capable of withstanding weeks on end with sailing in many times rough conditions.

This means that your equipment spent has to be the most expensive and handy, but it needs to be in good condition, and you need to be able to handle your great in every weather.

What Gear Do You Need to Cross the Atlantic?

Not including your average stuff when sailing, such as life vests, etc. There are some great that you might not be on your everyday say m still that could be of high importance during such a formidable sail as this.

Emergency food
Satellite coms
Storm drogue (want to know what it is and how it works, read this)
Spare parts(tiller, sails, etc.)
Entertainment

Different Routes to Cross the Atlantic

Westward route: europe to the caribbean.

According to Jimmy Cornell, a well-known sailor and circumnavigator that has made his own research on the subject, Las Palmas is one of the biggest ports of departure for sailboats crossing the Atlantic.

Around 75’% of the sailboats that arrive in Las Palmas on the Canary Islands will depart for an Ocean crossing.

Getting to The Canary Islands, you should not be in a hurry; there are many very beautiful places en route. No matter where you are coming from this is a good stop well worth a visit.

Coming from the north of Europe, you have France, Spain, and Portugal. Entering from the Mediterranean, you have Italy, Croatia, Greece, and so many other interesting places that you shouldn’t miss unless you’re on a very tight schedule.

Once you reach Las Palmas, you can either go straight towards the Caribbean island of Barbados, or you can do a stop along the way at Cap Verde.

Planing a Stop on Cape Verde

A stop at cap Verde makes sense in many ways; for one, it makes the transatlantic trip more manageable by dividing it into two sections.

The second reason is that it gives you the possibility to stock up on fuel and water that you might have used more than you thought. Since Cap Verde is well developed when it comes to receiving boats doing this type of passage, there is no technical expertise on the island.

From Cap Verde, you can also take a direct flight to Portugal and onwards if the need arises.

Even though you might not plan to stop here, the recommendation is to at least plan your sailing, so you pass close to the islands, so if something happens, you can head to Mindelo port and fix it.

Another good reason why you would go close is that the further south you go, the better chance you will have of catching those sweet tradewinds that will take you safely and enjoyably to the warm waters of the Caribbean.

Westbound Route On a Catamaran

Sailing west is the preferred option for any sailor and especially if you are on a boat that doesn’t sail perfectly upwind, such as a catamaran.

Sailin g west and using the tradewinds is perfect on a catamaran, the sail will be faster and more comfortable than a monohull of the same size.

Looking at the 2019 ARC (Atlantic Rally for Cruisers), a 55ft french catamaran outclassed the 65 ft professionally sailed monohull with a 10-hour lead. All this while doing yoga on board, something that I can promise was not happening on the monohull.

The stable platform of a catamaran with the wind on your stern makes sailing west on a transatlantic passage perfect for Catamaran.

Eastbound Route: The Caribbean to Europe

Coming back to Europe, I would argue that the same principles are still valid: to stop at or pass by islands close enough to have the option of going into port if need, and using the tradewinds to your advantage.

Considering this, most people leave the Caribbean from Tortola, Britsh virgin islands, or St Marteen. These make great starting points for the eastward journey since they are the last point where there is plenty of fuel, spare parts, and food for the long and sometimes arduous trip back to Europe.

Though it is not necessary, many sailors make a halt at Bermuda; this is a good start to fix anything broken or wait for the right weather before your head on to the next part of your trip.

The Azores, the same goes here, you can skip it, but staying close to it adds safety and comfort if needed, and I would also stop by just to enjoy the islands. It’s a beautiful place and good for a few days of low-intensity cruising.

If you still have some energy left after the trip from Bermuda, one option is to head for a place called Horta. The place is well remembered for its hospitality towards sailors heading towards Europe.

Once you have refueled on diesel and energy, it is time to head for northern Europe. This is usually done by sailing north until the 45th latitude and then heading east.

When is The Best Time to Cross The Atlantic

Choosing a route has a lot to do with your intended purpose of the trip, are you going for a speed record, then going more north might be an option, and accepting the risk might be ok for you and your crew.

If you are going west but more interested in doing it safely and are able to spend a little more time out at sea, then the southern routes mentioned above with a departure date around November and December.

Going west on your way to the Caribbean, you’ll notice the days are getting warmer and longer; this is because going west, you also travel south towards the equator where the days and nights are equally as long be it summer or winter.

This weather window is to avoid the hurricane season in the Caribbean that ends in late November, these are the main risk and must be considered in your plan.

What Is The Best Route For an Atlantic Crossing

Taking into consideration the information above with trade winds, the possibility of breakdowns, and the collective knowledge of the area.

The best route for a westbound Atlantic crossing is from Las Palmas (on the Island of Gran Canarias) to Barbados Via Cap Verde. The best route going east is from St Marteen to the Azores Via Bermuda.

This is, of course, based on the assumptions we have discussed above, and it might not apply to your skillset or aim of the crossing.

Can You Cross the Atlantic Single Handed?

You can definitely cross the Atlantic on your own (short-handed). As a matter of fact, many do every year. Of course, this demands more of the sailor since there is nobody to ask for advice or to help while underway.

Neither is there anyone that will help you with handling sails or maintenance while underway; because of this, it is more dangerous and more difficult to solo sailor sail short-handed as it is also called.

The usual way is to either bring a crew of your own, recruit a crew from the port of exit, or find one online via crewseeker.net.

Is Transatlantic Passages Dangerous?

Sailing in big oceans is never a hundred percent safe. This is why it is an adventure if it was absolutely safe, where would the attractiveness and the excitement lie?

Looking at the data, there aren’t many accidents happening, and of those, there are even fewer that are deadly or leave the crew injured for life.

There are also ways to make it safer; we have discussed boat size and crew skills; other route selection factors are vital. It might not be the quickest to cross the Atlantic, but the southern route seems to be a safer bet.

Prepare yourself, your crew, and the boat, and the chances for accidents will still be there, but they will be small and manageable.

How Lonely Is Crossing The Atlantic?

Spending two to three weeks in the middle of the ocean can definitely be lonely, but it can also be the absolute opposite. If you’re sailing with a crew, you will share the same small space with everyone else, always bumping your elbow. If the weather is rough, you may all be a little tired, which also adds to the group dynamics.

But even if you would get sick and tired of your crew, there are ways to call back home. You might have a Satellite phone, which is expensive by the minute but a lovely way to hear the voice of a loved one back at land. Much better than a text message through Email.

Sending emails has been a pretty straightforward process since the SSB radio started to be utilized. This type of radio is very simplistic and has good reception up to thousands of miles .

The nice thing with this radio is that it allows for data traffic, which means not only are you able to receive weather updates, but you can also contact your family through Email.

Can You Get Rescued If Something Goes Wrong?

Yes, there might not be a coast guard or anything nearby, and you might be way out to sea, but there is help to get. Since every ship is listening to some set of frequencies, usually, the first step is to call for a Mayday on that channel.

If you’re not getting anyone’s attention, then they might still see you on the AIS, Automatic Identification System, which makes anyone around you know where you are.

Many times the crossing is done together with a lot of other vessels; this gives comfort as they might also be able to help in case of emergency.

If all this fails, you probably also will have your EPIRB, Emergency Position Indicating Radio Beacon , which is a gadget that can be activated through certain triggers such as water, tilt angle, or manually activated.

Once activated, it sends an emergency signal at different frequencies and relays the information back to shore for someone to come help you.

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

What Size Yacht To Cross The Atlantic? (Here’s What You Need to Know)

Crossing the Atlantic in a yacht is an ambitious but rewarding endeavor.

Whether youre a recreational sailor or a seasoned professional, the size of the yacht you choose will make a world of difference on the journey.

Before you set sail, you need to consider a number of factors, such as the number of people on board, the size and type of crew, the length of the voyage, fuel and crew requirements, route of crossing, weather conditions, and emergency services available.

In this article, well cover all these topics and more to help you find the right size yacht for your Atlantic crossing.

Table of Contents

Short Answer

The size of yacht needed to safely and comfortably cross the Atlantic Ocean will depend on factors such as the number of people on board, the type of voyage, and the experience of the captain and crew.

Generally, the vessel should be a minimum of 36 feet in length and have enough stowage capacity to carry enough supplies and provisions for the voyage.

The yacht should also be outfitted with the necessary navigation, communication, and safety equipment to make the voyage.

Lastly, it should be well-maintained to ensure reliable performance throughout the voyage.

What To Consider When Choosing A Yacht Size

When deciding what size yacht to choose for an Atlantic crossing, there are several key factors to consider.

The number of people on board, the size and type of the crew, and the length of the voyage will all factor into the size of yacht you need.

A larger yacht will provide more space and comfort, but will also require more fuel and crew to manage.

It’s also important to consider the route of the crossing, the type of weather that is expected, and the type of emergency services available along the way.

The size of yacht should also be determined by the purpose of the crossing and the preferences of the crew.

For instance, if the purpose of the voyage is primarily recreational and the crew is smaller, then a smaller yacht may be more suitable.

On the other hand, if the purpose is more commercial and the crew is larger, then a larger yacht may be the better choice.

The type of vessel is also important.

Sailboats, motorboats, and catamarans all have different requirements for size, fuel efficiency, and crew.

For instance, sailboats require larger masts and rigging, which can limit the size of the vessel.

Motorboats, on the other hand, can be larger and can travel faster, although they also require more fuel.

Catamarans are typically the largest vessels, but they also require the most crew and are the most difficult to maneuver in rough seas.

Finally, the length of the voyage is an important factor.

A longer voyage requires more fuel, supplies, and crew, so a larger yacht may be necessary.

Additionally, a longer voyage may require more sophisticated navigational and safety equipment, so it’s important to consider the type of emergency services available along the route.

In conclusion, choosing the right size yacht for an Atlantic crossing requires careful consideration of several factors.

The number of people on board, the size and type of the crew, the length of the voyage, the route, the type of weather, and the type of emergency services available all need to be taken into account.

Ultimately, the decision should be based on the purpose of the voyage and the preferences of the crew.

Number Of People On Board

When deciding on the size of yacht to choose for an Atlantic crossing, the number of people who will be on board should be the first factor taken into consideration.

The size of the yacht should be able to comfortably accommodate the number of passengers and crew members, with enough space for sleeping, eating, and lounging.

Any extra space that may be needed for storage should also be taken into account.

It is important to note that larger yachts will require more fuel and crew to manage, and may be more expensive to maintain.

Therefore, it is important to make sure that the size of the yacht matches the needs of the voyage and the crew.

Size And Type Of Crew

When selecting the size of your yacht for an Atlantic crossing, it’s important to consider the size and type of the crew.

If there will be a large number of people on board, a larger yacht is likely required to provide enough room and comfort.

On the other hand, a smaller yacht may be more suitable for a smaller crew.

Additionally, the size and type of crew will determine the type of personnel needed to manage the yacht.

For example, it may be necessary to hire a captain and crew if youre crossing a large body of water.

If the crew consists of experienced sailors, a smaller yacht may be sufficient as they will be able to handle all of the boats operations.

Its important to consider the number of people on board, experience level, and the amount of space available when selecting the size of yacht for an Atlantic crossing.

Length Of Voyage

When deciding what size yacht to choose for an Atlantic crossing, one of the most important factors to consider is the length of the voyage.

A longer voyage will require a larger yacht to provide more space and comfort for the crew and passengers.

On a longer voyage, there may be more people on board, providing a need for additional sleeping and eating areas, as well as more room for recreational activities.

Additionally, a larger yacht will be able to carry more supplies, such as food, fuel, and spare parts, making it more self-sufficient and able to handle any unforeseen events.

It is important to consider the route of the crossing, as some areas may be more prone to rough weather or dangerous conditions, and a larger yacht may be better equipped to handle these conditions.

A larger yacht may also require more fuel, as well as a larger crew, to manage the vessel.

Ultimately, the size of yacht will depend on the purpose of the crossing and the preferences of the crew.

Fuel And Crew Requirements

When deciding on the size of yacht to take for an Atlantic crossing, it’s important to factor in the fuel and crew requirements.

A larger yacht will require more fuel and crew to manage, especially if the voyage is longer.

The crew size and type should also be taken into account when deciding on the size of yacht.

A larger yacht will require more crew to manage the vessel, and the crew should be experienced and knowledgeable in seafaring and navigation.

It may also be necessary to hire extra crew members for certain tasks such as cooking, engineering, and maintenance.

Additionally, the yacht should be equipped with the necessary safety equipment such as life rafts and flares, as well as navigational equipment such as depth sounders and GPS.

All of these factors should be considered when deciding on the size of yacht for an Atlantic crossing.

Route Of Crossing

When deciding on the size of yacht for an Atlantic crossing, it is important to consider the route of the crossing.

For example, a longer voyage from the United States to Europe will require a larger yacht than a shorter one from the Caribbean to the United States.

A larger yacht will provide more space and comfort, as well as more fuel and crew to manage.

Additionally, the route of the crossing should be considered for emergency services that may be available along the way.

For example, if the voyage will be close to land, there may be medical facilities and emergency services that could be reached in the event of an emergency.

However, if the voyage will be far away from land, it is important to consider the type of emergency services that would be available if needed.

Weather Conditions

When deciding what size yacht to choose for an Atlantic crossing, it is essential to consider the weather conditions that may be encountered during the voyage.

A larger yacht is more likely to be able to handle a variety of weather conditions, such as high winds, heavy rain and strong waves.

The size of the yacht should also be considered when it comes to the type of weather expected.

A larger yacht is more suitable for long-distance voyages, as it is more capable of handling the prolonged and potentially extreme weather conditions.

It is important to note, however, that larger yachts may require additional fuel and crew to manage in order to safely navigate the seas.

When preparing for an Atlantic crossing, it is important to research the expected weather conditions for the route.

Knowing the weather conditions that may be expected on the route can help to determine the size of the yacht that is suitable for the voyage.

For example, if the route is expected to experience strong winds, it is best to choose a larger yacht that is capable of handling the windy conditions.

Additionally, if the route passes through areas with higher than average waves, a larger yacht is much more suitable for the voyage.

It is also important to consider the type of emergency services available along the route.

In the event of an emergency, such as a medical emergency or a vessel in distress, a larger yacht is more likely to be able to access the necessary help.

Additionally, a larger yacht will be able to carry more supplies, such as food, water, and other equipment, which can be essential in an emergency situation.

Overall, the size of the yacht for an Atlantic crossing should be based on the number of people on board, the size and type of the crew, the length of the voyage, the route of the crossing, the type of weather that is expected, and the type of emergency services available along the way.

With the right amount of research and planning, the perfect size yacht can be chosen for a successful and safe Atlantic crossing.

Emergency Services Available

When planning a transatlantic crossing, it is important to consider the type of emergency services available along the route.

On a smaller vessel, you may not be able to access all of the necessary services, so it is important to choose a vessel with enough room to accommodate the necessary crew and equipment, as well as enough fuel to reach the destination in the event of an emergency.

When considering the size of the yacht, the type of emergency services available should be carefully assessed.

For example, if you are crossing during hurricane season, it is important to choose a vessel that can withstand the high winds and potentially heavy waves.

If you are crossing in an area where search and rescue services are available, it is important to have a vessel large enough to be spotted quickly.

It is also important to consider the type of emergency services available at ports of call along the route.

If you are traveling to a remote area, it is important to have a vessel with enough room to accommodate the necessary crew and equipment to make port in the event of an emergency.

If you are traveling to a port with a significant presence of medical and emergency personnel, it is important to have a vessel large enough to accommodate the necessary personnel.

Overall, the size of the yacht for a transatlantic crossing should be based on the purpose of the voyage, the number of people on board, the size and type of crew, the length of the voyage, the route of the crossing, the type of weather that is expected, and the type of emergency services available along the way.

By taking all of these factors into consideration, you can ensure that you have the best possible vessel for your crossing.

Final Thoughts

Choosing the size of yacht for an Atlantic crossing is an important decision that requires careful planning.

The size of the yacht should be determined by the number of people on board, the size and type of the crew, the length of the voyage, the route of the crossing, the weather conditions, and the availability of emergency services.

Ultimately, the size of the yacht should be based on the purpose of the crossing and the preferences of the crew.

With the right information and careful consideration, you can make an informed decision on the right size yacht to choose for your Atlantic crossing.

James Frami

At the age of 15, he and four other friends from his neighborhood constructed their first boat. He has been sailing for almost 30 years and has a wealth of knowledge that he wants to share with others.

On board 69.3m classic yacht Atlantic with owner Ed Kastelein

Superyacht owner Ed Kastelein has a passion for recreating classic racing yachts – and few come faster than 69.3-metre Atlantic , which held the transatlantic speed record for a century...

“There’s a lot of water in my family history,” laughs Ed Kastelein, owner of the ground-breaking modern classic Atlantic . “On my father’s side, all the family were fishermen. You can trace them back to the 1600s.” Another branch of Kastelein’s family founded the Holland-America Line. From 1873, this shipping service carried a million passengers from Rotterdam to New York in search of better lives in the West. Holland-America later pioneered palatial voyages to the Caribbean and Mediterranean. It’s a legacy that lives in Rotterdam native Kastelein, who built his first canoe from wooden planks aged 12, started working on classic yachts at the age of 16 – and today has some of the world’s most important yacht restorations to his name. “I like being on the water and I like creating things,” he says. “My passion is just a combination of the two.”

Kastelein made his money fairly early in life, working in the restaurant and hotels sector predominantly in the Rotterdam area. His first major restoration project was 36.5-metre Thendara . Her white hull was launched on the Clyde in 1936, and she could slice a regatta field like an ivory dagger. Yet like so many pre-war thoroughbreds, Thendara slid into decline following the Second World War. Kastelein tracked her down in 1988, and after a refit she was returned to form as a transatlantic race winner. “It’s a pleasure for myself and the crew to sail in a wonderful boat,” he says. “I think it’s also great for the public to see sailing history.”

Other vintage refits followed in swift succession. Among them Camper & Nicholsons classic Aile Blanche , the 44-metre schooner Borkumriff , and then, in 1992, the 44-metre schooner Zaca a te Moana , once owned by Errol Flynn. She sank the Hollywood actor financially. Flynn invested a fortune in her refit then passed away while trying to sell her to clear his debts.

For his reconstruction of Zaca a te Moana , Kastelein kept an eye on costs and went double Dutch on her build, with a steel hull from De Amstel shipyard and sails by De Vries .

Like many mariners, Kastelein became infected with the transatlantic bug. A century ago the ocean speed record, registered from the Ambrose Light in New York Bay to the Lizard Peninsula in Cornwall , was the maritime equivalent to the Space Race. Government-backed sailing boats invested millions to win bragging rights over yachting’s ultimate prize. The fastest transatlantic vessels were designed by Nathanael Herreshoff , the naval architect who designed record numbers of America’s Cup winners. Kastelein was compelled to recreate history.

“In 2000 we rebuilt 49.5-metre Eleonora , a copy of Herreshoff’s racing yacht, at Graafship shipyard,” continues Kastelein. In 1910 the original yacht, Westward , won every race in German waters and eight of nine off Britain. Charlie Barr, the Russell Coutts of his day who captained three America’s Cup winners, skippered her to success.

Was Kastelein a hands-on client during the build of Eleonora ? “More like a project manager,” he laughs. “I was at the shipyard near Rotterdam every single day.” She kept Kastelein busy post-launch. Not least with regatta trophies from the hallowed arenas of racing – Antigua, Cowes, Newport and the Voiles de Saint-Tropez – and a sprint from France to Brazil.

One of his first friends to step aboard was Doug Peterson . This legendary American naval architect had designed dozens of lightning-fast yachts , including some America’s Cup winners. “Even though I only launched Eleonora a week before, Doug asked me: ‘So, when are you going to build your next boat?’ I told him ‘I really don’t think this is the correct moment to ask!’”

But Peterson’s query got Kastelein thinking. The fastest transatlantic racer ever built was the 64.5-metre schooner Atlantic . In 1905 she not only smashed the New York to Cornwall speed record, but she safeguarded it for 75 years. She is the sort of vessel that enthusiasts purchase as a scale model. Kastelein went one better and built a full replica of her.

The Dutchman takes up the story. “I saw Doug six months later. He told me ‘I got everything ready for Atlantic , so we can make her now.’” Peterson followed up with a maritime detective mission. Atlantic ’s original plans were lost. So the largest racing schooner ever recreated was pieced together – and converted to modern shipbuilding standards – from dozens of photographs, press clippings and first-hand accounts.

These include accounts from the Kaiser’s Cup in 1905. German Emperor Wilhelm II sponsored this no-limits transatlantic race in the hope that his own vessel, Hamburg , would reach the Lizard first. But Atlantic had Charlie Barr at the helm.

The New York Herald reported that, “As the Atlantic drew nearer we could make out a big American ensign flying from her peak. At the next moment every steam vessel within a radius of five miles... began a strident concert with whistles.” Captain Barr, who was seen “leaning over the port rail smoking a cigar”, summed up his winning charge. “It amounts to this: I have got the best yacht afloat.”

Atlantic ’s New York to the Lizard voyage clocked in at 12 days, four hours and one minute. Only in 1980 did the great French yachtsman Éric Tabarly break the longest-standing speed record in sailing history. And even he required a hydrofoiled trimaran to overhaul the time.

“Doug Peterson redesigned Atlantic without changing a single line,” says her owner. Once again, this Dutch recreation took place at Graffship with Kastelein at the helm. “I oversaw the rigging, the interior and all the mechanical parts.” The painstaking reconstruction included spars that shoot 45 metres skyward above the waterline. Atlantic was undoubtedly a labour of love for Kastelein. “From start to finish, from finalising the plans to launch, she took around four years. I showed up every day.”

Only the interiors differ from the 1905 record-breaker. Although the original Atlantic was light years ahead in terms of luxury – it had steam heating, refrigeration, three tiled bathrooms and an observation room – she was still “a bit rustic” below decks. Now skylights shine on to chic lounges and wood-panelled staterooms, set in a 12 guests and 12 crew configuration.

Like the original, Atlantic is fast. Her inaugural shakedown was a leisurely two-month cruise from Rotterdam to Cannes via the Bay of Biscay. “After the first week we were sailing out of Portugal,” Kastelein recalls. “The Bay of Lisbon has calm water but the wind can blow quite high. We did over 22 knots, which was really exciting.”

Equally thrilling was victory in the Bailli de Suffren Regatta, the longest classic yacht race. This nautical hell-for-leather starts in Saint-Tropez then calls at Porto Rotondo in Sardinia and Palermo in Sicily, before breezing into Malta’s Grand Harbour Marina.

“At the end of the regatta we were beating up against Elena ,” remembers Kastelein, referring to another Herreshoff-designed transatlantic competitor. “We had a lot of sail up.” Some 1,750 square metres of sail to be exact, more than double that of the 1930s J Class yachts. “We were really lucky with a big gust and Atlantic sailed right past Elena into first place.”

With speed came stability. “Once we sailed her from Rhodes to Bodrum with some older guests on board,” says Kastelein. “We were reaching 17 knots and these seniors were sitting there without spilling their English tea! You could push Atlantic really hard yet you always felt really safe on board.”

The Turkish coast remains a favourite sailing destination. “You can sail between coast and islands with a lovely breeze,” says Kastelein. A personal highlight is when local fishermen putter up at night selling sea bass and squid directly to Atlantic ’s chef. Kastelein’s true passion is pace, however, a daily opportunity that the Turkish Meltemi winds afforded him “from 11am to 6pm every day”.

Sadly, Kastelein never witnessed Atlantic ’s finest mastery of the seas. “She had a four-year charter where the client took her on a slow circumnavigation,” the Dutchman explains. “To Canada and Nova Scotia, around Panama to Alaska, then across the Pacific towards Australia.” The yacht proved so fast that she returned from New Zealand to Panama in 31 days flat, averaging 15 knots on several days. She also proved an excellent expedition yacht, dropping crab pots up Alaskan fjords one month and serving as a dive base off Fiji the next.

On the run home through the Atlantic the charter party hit heavy weather. “They never felt for one moment that she could not handle it,” says Kastelein. “So much so that the guests carried on to Scotland ,” a destination that seldom welcomes ingénue sailors.

Was waving goodbye to his hand-built joy not galling for Kastelein? He dismisses the thought with commercial nous. “As an owner you always have to be realistic,” says the entrepreneur who successfully built and sold Zaca a te Moana and Eleonora – yachts that sunk less commercially minded owners.

The original Atlantic tells a final tale of heroism. By 1914 the transatlantic record holder was still the fastest sailing boat afloat. She was assigned to the Atlantic Ocean Patrol Force chasing submarines. In 1941 the American government acquired her a second time. Originally cast as a cadet training vessel, she became an outright submarine hunter when her speed became apparent. The yacht was the recipient of both the American Defense Service Medal and the World War II Victory Medal.

After the war Atlantic was stripped of lead and sold to breakers. Yet her fighting spirit was undiminished. On one stormy night she broke her moorings and sailed out to sea alone. Although broken up in 1982, her transatlantic monohull record remained unsurpassed until 1998. The champion never lost her crown.

Kastelein hopes a new owner can enjoy a yacht that couples history, circumnavigation prowess and a proven charter record. ( Atlantic is listed for sale and charter with Edmiston ). “I’ve had the pleasure of owning her since 2010. I have spent so much time on board but this year I’ll only register two or three weeks of sailing. I’d like to do something else.” No more replica racing yachts? “No!” asserts Kastelein. “That I have already done.”

That “something else” he mentions is another minor classic. “The finishing touches are currently being put on the 25-metre G L Watson motor yacht, originally named Themara , that featured in 1980s movie The Big Blue ,” says Kastelei. He’ll surely be pushing for a swift finish. Like every yacht he’s previously owned, this flying Dutchman is built for speed.

Atlantic is listed for sale with Edmiston asking €12,000,000.

More about this yacht

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1989 Atlantic 44 Motor Yacht YACHT FOR SALE

1989 atlantic 44 motor yacht.

Very well Built and Designed for Long Range Cruising. The 44 Atlantic was very popular and stayed in production for 15 years. Built on a solid fiberglass hull, and well known for their quality interior this boat should be on your cruising list.

*3 ea. Air Conditioning Units ALL Ice Cold

*Full Strata Glass Enclosure for Cockpit AND Bridge (Good Condition)

*2 Staterooms - 2 Head Compartments

*Washer / Dryer

SPECIFICATIONS

PRICE $69,999
LOCATION Oceanport, New Jersey
MANUFACTURER Atlantic
MODEL 44 Motor Yacht
MODEL YEAR 1989
TYPE Motor Yachts
CONDITION Used
HULL MATERIAL Fiberglass
LENGTH OVERALL 44 Feet
BEAM 14 Feet

REQUEST INFORMATION

Hank Hartmann

Additional information.

Overall this is a nice vessel with a great reputation on the water. Not only as a Live Aboard, but the cruising capabilities and the overall construction are great as well.

The interior of the boat is in clean and ship shape. Very roomy Two Stateroom, Two Head Compartment Design, Full Galley and plenty of Salon Space. Walking through the boat I found no evidence of any current or former leaks. (Remarkable for a boat this age)

The Engines and Engine Room is in well above average condition for her age and there is a reasonable amount of room to maneuver around inside for this boats size age and class.

The exterior could use a bit of elbow grease as with most boats it age (and probably less than most boats it's age) and could use some cosmetic attention.

The sellers have owned this boat for 5 years and have treated her well. They are getting out of extended cruising side, and have priced this boat below a fair market price to sell her quickly. The fall boating season is right around the corner, and will be here in a blink of the eye. If you wait, you may miss the boat.

Power Boat Guide Review

The Atlantic 44 Motor Yacht is a traditional Hargrave-designed long-range cruising yacht whose classic styling will probably never be out of date. A popular model, she remained in production for fifteen years without major alterations to her appearance—a long and successful production run by any standard. Heavily built on a solid fiberglass modified-V hull with moderate beam, several two-stateroom floorplans were offered in the Atlantic 44 over the years. The latest versions had the galley and dinette down a few steps from the salon with a choice of lower helm or entertainment center. Atlantic was well known for their quality interiors, and the teak (or mahogany) woodwork found in the 44 MY is very well crafted indeed. A hardtop was optional, and early models came with a fold-down mast and boom. Designed with long-range cruising in mind, the Atlantic 44 was offered with a variety of twin diesel installations from trawler-speed 135hp Lehmans up to the more powerful 375hp Cats. At her 8-knot hull speed, she’ll cruise economically for 800–900 miles (with optional fuel). Planing speeds of 18–19 knots are possible with the 375hp Cat diesels

Aft Cockpit

Hardtop with Full Strata Glass Enclosure

Non-Stationary Cockpit Table w Four Chairs

Rear Bench Seat w Cushion

Kenyon Cockpit Refrigerator

Molded Fiberglass Steps to the Bridge

Cabin Entry Door

Swim Platform

Swim Ladder

Bridge Accommodations

Upper Helm w Stainless Steel Steering Wheel

Twin Captains Chairs

L-Shaped Settee To The Rear

Overhead Electronics Box

Electronics

2016 Garmin GPS/ Radar

Depth Finder

Raytheon R20 Radar

Raytheon 620 Chart Plotter / GPS

Standard Horizon VHF

Standard Horizon Digital Depth

Danforth Compass

L-Shaped Sette to Port Converts to a Double Bunk

2ea. Love Seats

1ea. Coffee Table

Built In Cabinet w Storage

Samsung Flat Screen TV

Sony HDMI CD DVD

Washer / Dryer

Engine Room Access

Princess 3 Burner Electric Stove and Oven

Origo Microwave

Large Refrigerator / Freezer

Double Stainless Steel Fresh Water Sink

Ample Storage

Master Stateroom

Queen Island Bed w Built in Storage and Cabinets Underneath

Nightstands to Both Port and Starboard w Lamps

Built In Wood Cabinets to Both Port and Starboard

1ea. Large Hanging Closet

1ea. Very Large Hanging Closet

Proscan Flat Screen TV

Master Head

Private Entry Through Master Stateroom

Flushing Toilet

Fresh Water Sink

Separate Fresh Water Shower w Shower Door

Medicine Cabinet

Guest Stateroom

V-Berth w Built In Storage Drawers Underneath

Built In Cabinets to Port

Walk In Closet

Two Entry Doors 1- Guest Stateroom / 1 - Companion Way

Flushing Toilet

Porcelain Fresh Water Sink

Twin 3208 Caterpillar Engines - Fresh Water Cooled - 5,324 Hours

Kohler Generator Fresh Water Cooled - Recent Service Runs Great

Racor Fuel Filters For Engines and Generator

Stainless Steel Shafts w 4 Blade Bronze Props

Glendinning Engine Synchronizer

Ideal Motorized Anchor Windlass - Needs Hooked Up

Roskelley / Olson Motorized Crane Dinghy Davit Bow Mounted

3ea. Air Conditioning Units - All Cold - 1ea. Brand New Aft A/C Unit

50 Amp Shore Power

3ea. D Batteries

New Battery Charger

Default Disclaimer

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

MORE LIKE THE 1989 Atlantic 44 Motor Yacht

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Billionaire fights to dock his boat on water behind his house. His 164-foot boat, that is.

The love of the water, and a mega-yacht to enjoy it, is putting one resident at odds with village of north palm beach leaders..

For some people, the ultimate Florida lifestyle is a waterfront house , a private dock and a boat parked next to it. But what if that boat is a mega-yacht , and the mega-yacht stretches 164 feet?

That's the conundrum facing the Village of North Palm Beach.

This tiny community in northern Palm Beach County, with only 13,000 full-time residents, has an identity so tied to the water that a ship's steering wheel is the village's emblem.

But it's that love of the water that is putting one resident at odds with village leaders.

For the past several years, homeowner Michael Bozutto has been battling the village for the right to park his 164-foot Westport, dubbed Honey, behind a home he owns at 932 Shore Drive.

The house, built in 1961, is a one-story, ranch-style property with three bedrooms on a half-acre lot. Bozzuto paid $840,247 for the house in 2014, according to Palm Beach County property records.

Lawsuit rooted in dispute over where to dock mega-yacht

What makes this plain house special is its location. It's on a rare corner bordered on the north and east by navigable waters that provide access to the Atlantic Ocean via the Lake Worth Inlet. The east-facing dock is large enough to accommodate Bozzuto's motor yacht.

Since Bozutto bought Honey for an undisclosed sum a decade ago, he mostly has parked it at the Old Port Cove Marina, near Tiger Woods' 155-foot showy mega-yacht, ironically dubbed Privacy.

More recently, Bozzuto has wanted to park Honey alongside his Shore Drive house, one of four houses he owns in the village. While Bozzuto keeps some personal property at the Shore Drive house, he lives at a house he owns at Harbour Isles Court.

Village officials warned Bozzuto he can't park Honey at 932 Shore Drive because boats can only be parked on docks behind houses that are occupied by the homeowner.

But village rules do not define the word "occupied." For instance, the rules do not state that occupied means the house is a residence where the owner lives. Village rules also contain no restrictions on the size of boats that can be kept at private docks.

After years of pushing back against what he believes are fuzzy rules, Bozzuto in March filed a lawsuit against the village.

More: Cannonsport Marina sells for $58.5 million in big deal for tiny Palm Beach Shores

He alleged the municipality is illegally depriving him of his property rights because nothing in the village code prevents him from mooring Honey at his house. He is asking a Palm Beach County Circuit Court judge to rule that he has a constitutional right to dock Honey there.

Gregory Coleman, Bozzuto's West Palm Beach attorney, said the village has plenty of waterfront homes with yachts parked behind them. But Coleman said the village is illegally blocking Bozzuto from docking Honey at his house because the village is bending to pressure from a handful of neighbors who think the boat is too big.

The selective enforcement is wrong, said Coleman, a former president of the Florida Bar.

"He's a very under-the-radar guy who doesn't cause anybody any problems," Coleman said of Bozzuto. "He pays his property taxes, and he wants to be left alone by the village of North Palm Beach. Unfortunately, they are singling Mike out."

Neither Leonard Rubin, the village's longtime attorney, nor Village Manager Chuck Huff responded to requests for comment.

Eric Stettin, a Fort Lauderdale-based attorney who is representing the village in the Bozzuto lawsuit, said he could not comment on pending litigation.

What good is a man's castle if he can't have a boat in his moat?

Coleman's lawsuit describes the conflict as a battle over property rights, but real estate and yachting experts say it's also a sign of the times.

As wealthy new residents pour into the county wanting all the perks of the Sunshine State, they want a boat to go along with their waterfront homes and golf club memberships. Some longtime residents fear Palm Beach County is turning into a playground for billionaires, to the detriment of everyday people who also want to live in sunshine and peace.

This conflict between Old Florida and new money is an ever-present tension, but even seasoned yacht brokers say they've never seen interest in luxury yachts quite as strong as it is now.

More: Illegal boat slips are popping near Palm Beach Gardens. Residents want regulators to act

"What we've seen in the marketplace right after COVID in the yachting industry, and especially the superyacht segment, is the most incredible growth ever seen in the history of yachting to date," said Shannon McCoy, a luxury yacht advisor and broker with Worth Avenue Yachts in Palm Beach.

"A lot of people are moving here with serious money," added Pascal Savoy, U.S. managing director of Camper & Nicholsons International yacht brokers in Fort Lauderdale.

While in the past Palm Beach County was not considered lively enough for some buyers, Savoy said the county's growing sophistication is putting it on the map in a way never seen before.

"It's a mini-Monaco for us," Savoy said.

Prices for mega-yachts can range from $18 million to $60 million, or many times that, for the largest and most decked-out mega-yachts, Savoy said.

While some yachts can be glitzy, a 164-foot Westport is considered a more low-profile boat, Savoy added.

Michael Bozzuto's interests: Houses, boats and philanthropy

Bozzuto is no newcomer to North Palm Beach. He's been a resident of the village for 20 years.

He is the billionaire owner of a family-owned supermarket wholesaler in Connecticut, and an investor and philanthropist who likes to collect houses and yachts, Coleman said.

In addition to the four North Palm Beach houses and several yachts he owns, Bozzuto in February paid a whopping $31.1 million for a house in the Town of Palm Beach Shores. The house, which has two docks, sits just north of the Palm Beach/Lake Worth Inlet.

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Coleman said there is plenty of room for other boaters to navigate the waterway when Honey is parked at the Shore Drive house in North Palm Beach. And while other people may not have as large a yacht, there are other sizeable yachts parked on docks behind other North Palm Beach homes, too, he added.

At a 2017 village council meeting, then-Mayor Darryl Aubrey commented on the issue, according to the complaint.

"When I didn't live here full time, I had a boat sitting in my dock, I was gone nine months of the year. I don't see how you can say that someone has to be in a residence year-round, seems to be some interpretation of occupant, there would be an enormous number of violations," Aubrey said.

Another member of the village council asked if the village had a definition now, the complaint said.

Rubin, the village attorney, replied: "No, we don't," according to the lawsuit.

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Palm Beach County's waterways run deep, and they are popular

The yacht docking dispute is particularly timely, given the scarcity of dock space for boats of all sizes.

The most convenient place to park a boat is on the water behind a house, brokers say. But not every waterway or channel can accommodate the draft, or depth, of a mega-yacht.

However, the dock behind Bozzuto's Shore Drive house can.

Not only is the Westport not known for its deep hulls, but the waterway also is typical of northern Palm Beach County, which boasts deep water and easy access to the ocean via the Lake Worth Inlet, said Coleman, a lifelong boater.

"In Palm Beach County, they have deeper water, and it allows people to have larger yachts," Savoy agreed.

But not every waterway is deep enough for every boat.

McCoy said she specializes in helping advise potential yacht owners about the county's varied water depths before they buy a house, if they plan to dock their yacht behind it.

If yacht owners don't have a private dock, the other option is a marina. But marina space is hard to find, with many dock berths reserved for months in advance, McCoy said.

Despite the challenges of owning a boat and finding a place to dock it, yacht brokers say demand continues.

They see interest continuing from business executives moving here with their families as they relocate their companies to Palm Beach County. There's also a growing demand for yachts among female buyers, McCoy added.

They also see younger mega-yacht buyers, some even in their early 30s. This is in sharp contrast to the mostly older buyers in the past, Savoy said.

Palm Beach County may not be as go-go as Miami-Dade County when it comes to showy ships, but if interest continues, "it's coming," Savoy said. "You're going to attract bigger yachts."

Put another way: "No one needs a boat, but everyone needs a boat," McCoy said. "It's the ultimate lifestyle."

Alexandra Clough is a business writer and columnist at The Palm Beach Post . You can reach her at [email protected] . Twitter: @acloughpbp . Help support our journalism. Subscribe today.

What Tucker Carlson Saw in Moscow

He never quite says what precisely he thinks Russia gets right.

Listen to this article

Produced by ElevenLabs and News Over Audio (NOA) using AI narration.

Tucker Carlson went to Moscow last week and had an absolute blast. He rode the subway and marveled at its clean cars, the fancy tilework in Kievskaya Station, and the lack of booze-drenched hobos. He went to a grocery store and was astonished by what ordinary people could apparently buy. He even managed to meet a local history buff and sit down for tea and conversation. Carlson, who had never previously visited Moscow, declared himself “radicalized” against America’s leaders by the experience. He didn’t want to live in Moscow, but he did want to know why we in America have to put up with street crime and crappy food when the supposedly bankrupt Russia provided such a nice life for its people, or at least those people not named Alexei Navalny .

My former Atlantic colleague Ralph Waldo Emerson called travel a “fool’s paradise,” but not all forms of foolishness are equal. Many commentators have guffawed at Carlson’s Russophilia and pointed out that Russia’s murder rate is roughly that of the United States, and that its citizens are dirt poor, about a fifth as wealthy per capita as the citizens of the United States overall. “I don’t care what some flagship supermarket in an imperial city looks like,” The Dispatch ’s Jonah Goldberg tweeted. “Russia is far, far poorer than our poorest state, Mississippi.” Bloomberg ’s Joe Weisenthal suggested that Carlson instead visit the grocery stores of the “10th or 50th” richest Russian cities, and see how they compare with America’s.

In 2019, I visited several large and small Russian cities, and I went grocery shopping at least once in each. Would you believe that Tucker Carlson is on to something? In Moscow (the largest) and St. Petersburg (No. 2), the flagship supermarkets are indeed spectacular. The Azbuka Vkusa branch next to the Ministry of Foreign Affairs in Moscow is more luxurious than any grocery store within 100 miles of Washington, D.C. Other branches in Moscow vary in quality, and they are usually smaller than American supermarkets. But to some extent that’s just a matter of culture: The U.S. has fewer supermarkets, but each one is big enough to feed the 82nd Airborne Division for a month; in Europe, supermarkets are more numerous but tiny.

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Makhachkala (22), the capital of Dagestan, followed a similar pattern to Moscow. One supermarket downtown was amazing, the equal of an upscale supermarket in Washington or Dallas. On the outskirts the quality varied, but not drastically. Local residents were not eating soups made from grass clippings. In Murmansk (71), the cramped bodega near my rented flat had a good wine selection and enough fresh staple foods to prepare a different meal your mom would approve of every day of the week. Only in Derbent (134) did I start to wonder whether the bad old days of the Soviet Union were still in effect. But even that would be an exaggeration. In Derbent, for $15, you could get champagne and caviar with blini and velvety sour cream. If you want to flash back to Cold War communism, go to Havana. There the grocery stores stock only dust and mildew.

With apologies to Emerson, travel can disabuse you of foolish notions just as often as it plants them in your head. An idea ripe for dispelling among Americans at this particular moment is that life in Russia must suck because the frigid depression of the Cold War never ended. In those days ordinary citizens were spied upon and tortured and killed, and the shops were empty, save for substandard goods at prices few could afford. Now Russia is different. The state repression is much more limited, though no less brutal toward those who attract its attention. Until the Ukraine war added a huge category of forbidden topics, the main ones that you could get locked up for discussing were war in the Caucasus and the personal life and finances of President Vladimir Putin and his inner circle. Most other topics were broachable, and you could whine all you liked about them.

Equally in need of updating are American expectations about Russian economic misery. Those whose visits to Russia stopped 20 years ago tend to have outdated views of the best the country has to offer. My visits started 24 years ago. Back then, I spent days at a time on the Trans-Siberian, crammed into railway cabins with little to do but talk with Russians and see how they lived. Life was not beautiful. The men busied themselves with crosswords and sullenly browsed pornography. When not in motion, I stayed with Russian friends in single-room flats that looked straight out of a New York tenement building 100 years ago. No one I met was starving, but women sometimes approached me in train stations hoping to rent out their homes or bodies, or to sell me family heirlooms. That type of desperation seems to have subsided, although I would be shocked if any of those people are able to buy the jamón ibérico at the Smolenskaya branch of Azbuka Vkusa yet. On the roads between the big cities, there are still villages so ramshackle that they look like sets from The Little Rascals . Evidence suggests that the Russian military’s frontline troops tend to come from these depressed and benighted lands, the places that really are stuck in the 20th century.

Certain aspects of life remain dismal even in the cities. My flat in Murmansk had surly drunks tottering outside its entrance, and its stairwell smelled like every cat, dog, and human resident had marked its territory there regularly since the Brezhnev era. But the playgrounds were decent, and you could get a delicious smoked-reindeer pizza at a cozy restaurant for $7. Remember, this is in a small, depressed Russian city—not somewhere stocked with goodies just in case an American wanders out of the lobby of the Radisson and needs to be impressed. The “useful idiots” of yesteryear were treated to fake Moscows, which evanesced as soon as the next Aeroflot flights took off. The luxuries of Moscow that Carlson sees, and that I saw, are not evanescent, and they are not (as they are in North Korea, say) a curated experience available only to those on controlled visits.

The stubborn belief that all good things in Russia must be illusory can in turn warp one’s analysis of the country, and in particular of Putin’s durability in power. After all, why would anyone remain loyal to an autocrat who delivered only hunger, penury, and the reek of cat piss? Putin rules by fear but not only by fear. Most Russians will tell you that Russia today is better than it was before Putin. They compare it not with the Soviet era but with the anarchy and decline of the 1990s. Life expectancy has risen, public parks are better maintained, and certain fruits of capitalism can be tasted by Russians of all classes. Who would risk these gains? Like every autocrat, Putin has ensured that his downfall just might destroy every good thing Russia has experienced in the past two decades. This risk is, from the perspective of regime continuity, a positive feature, because it keeps all but the most principled and brave opposition quiet, and content to shut up and enjoy their cheap caviar. Those like Navalny who object do not object for long.

Carlson’s videos never quite say what precisely he thinks Russia gets right. Moscow is in many ways superior to New York. But Paris has a good subway system too. Japan and Thailand have fine grocery stores, and I wonder, when I enter them, why entering my neighborhood Stop & Shop in America is such a depressing experience by comparison. Carlson’s stated preference for Putin’s leadership over Joe Biden’s suggests that the affection is not for fine food or working public transit but for firm autocratic rule—which, as French, Thais, and Japanese will attest, is not a precondition for high-quality goods and services. And in an authoritarian state, those goods and services can serve to prolong the regime.

I confess I still enjoy watching Carlson post videos of Moscow, wide-eyed and credulous as he slowly learns to love a country that I love too. I hope he posts more of them. One goes through stages of love for Russia, often starting with the literature and music, then moving to its dark humor and the personalities of its people, which are always cycling between thaw and frost. Inevitably one reflects on the irony that this civilization, whose achievement is almost without equal in some respects, is utterly cursed in others—consigned to literally centuries of misgovernment, incompetence, and tyranny. The final stage is realizing that the greatness of Russia is part of the curse, a heightening of the irony, as if no matter how much goes right, something is deeply wrong. Maybe when things go right, the more deeply wrong it is. Carlson seems to still be in one of the early stages of this journey.

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