open 60 yacht

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OPEN 60' IMOCA Year 1996

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

Owner's words

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

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Design № 826

IMOCA OPEN 60

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DESIGN 826: NEXT GENERATION IMOCA OPEN 60

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

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

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

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

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

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Design 826: IMOCA 60

Description

Displacement:

Cant Angle:

18.28 m / 60.0 ft

5.XX m / 18.X ft

4.5 m / 14.7 ft

7,XXX kg / 15,XXX lbs

Hydrofoil Assisted

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Open 60 : What makes the Imocas class so special

Andreas Fritsch

, Jochen Rieker

 ·  05.11.2023

An Imoca 60 can be characterised by a few key figures. Its hull length is limited to 18.28 metres, which corresponds to the 60 feet indicated by its type designation. With bowsprit, it must not exceed 20.12 metres. The width is also limited to a maximum of 5.85 metres. But these are just three of a multitude of other limits.

To prevent an arms race, the mast may only reach up to 29 metres into the sky and the keel a maximum depth of 4.50 metres. The ballast, whose minimum and maximum weight is also specified, can be swivelled to the side electro-hydraulically in order to use the weight more effectively. Even the angle is limited: up to 38 degrees to starboard or port, not one degree more.

20,000 to 35,000 working hours go into the development of a top boat, around 40,000 to 50,000 hours into its construction

In addition to the keel, an Imoca may use a maximum of four other attachments under water. In the latest designs, these are two rudders aft and two foils amidships - hydrofoils that lift the boat out of the sea at a speed of 12 to 14 knots, thereby helping to reduce water resistance.

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These and other parameters are regulated by the class so that man and machine do not become a danger to themselves. Otherwise, designers, boat builders and skippers are relatively free in the design of the racing yachts. This is also what makes them so appealing - and their reputation as one of the most innovative classes of all.

In the beginning, before the first race in 1989, the technical rules were extremely simple. There were hardly any requirements. As a result, the International Monohull Open Class Association (Imoca for short) quickly became a haven for free spirits. This is still the case today, even if the degrees of freedom have been repeatedly restricted in recent years.

The design rules are an expression of a complex, sometimes erratic development. When almost anything was still permitted, there was a technical arms race at the end of the 1990s and beginning of the 2000s that pushed designs ever closer to their physical limits, sometimes even beyond them.

As a result, spectacular failures became more frequent: Extremely narrow keel fins laminated from carbon fibre tore off, carrying ballast bodies weighing several tonnes at their ends, some of which were made from materials as exotic as tungsten. Masts broke in rows as they were designed to be lighter and lighter in order to develop less leverage. As the boats became increasingly wider and the superstructures ever flatter, some constructions remained keel up after capsizing, even in heavy seas. Several maritime emergencies forced skippers to be rescued by nearby competitors, helicopters or even naval vessels.

The "Ecureuil-d'Aquitaine", the first boat to win the Vendée, weighed 13 tonnes. Today's foilers come in at 8 to 9 tonnes

Another consequence of this inventiveness was a huge explosion in costs and an exorbitant drop in the value of boats from previous generations - neither of which was conducive to keeping the class attractive for less well-financed teams. Dizzying budgets in the millions combined with the growing risk of technical failures made it increasingly difficult for many skippers to find sponsors.

In order to mitigate these two trends, the Imoca class association, on whose committees the skippers have the say, but where designers, experienced team managers and marketing specialists also have a voice, gradually adopted new rules in a pioneering process from 2008 to 2013. Their aim: to enable innovation while avoiding excesses.

The members therefore decided to intervene at the design stage in future. To reduce costs, a standardised mast, a standardised keel and the necessary hydraulics were decided in 2013. In addition, they agreed on keel fins made of forged steel with a lead bomb, probably the safest and most durable solution to date.

A new Imoca building with foils costs 5-7 million

And yet: While a normal cruising sailor considers the keel of his yacht to be the most stable component that will last the life of the boat without grounding and hardly needs any attention, the underwater appendages of the Open-60s have to be regularly dismantled and serviced. They undergo extensive sonic or even X-ray examinations to check for the slightest damage to ensure that skipper and boat can sail as safely as possible. Nevertheless, there are always failures, at least in the hydraulics for tilting the keels, which is why all newer boats must have a device for fixing the keel in the neutral position.

In order to solve the problem of yachts drifting upwards after capsizing, it was decided that the ships must right themselves up to an angle of 110 degrees. To do this, they undergo an elaborate test procedure:

The large teams have 35-50 permanent employees for the construction of a boat.

After completion, all new Imocas, including Boris Herrmann's "Malizia - Seaexplorer", are moored in the harbour basin with the rig upright and brought into a lateral position by a crane until the mast is horizontal above the water surface, at 90 degrees to the vertical. Electronic tension scales then statically measure how high the righting moment is at the top of the mast. Computer simulations are then used to determine other safety parameters that are important for approval. This and the subsequent calculations take several days. The shape of the hull and deck is also taken into account - this is one of the reasons why "Malizia" has a superstructure that extends all the way aft; this is intended to support the turning of the hull after capsizing and thus helps to save weight in the keel bomb.

There are also many other requirements set by the class. For example, the number of sails that can be on board during an Imoca regatta is limited: no more than eight sails are permitted. Even the maximum mast drop is limited. After the Vendée Globe 2020/21, it was regulated to between 2 and 6 degrees, which is intended to help minimise the bow dropping in the Southern Ocean when the boats are sailing at high speed into the back of large waves.

• We explain the sails of the Imocas in detail here

The same applies to the water ballast systems. Previously, some teams had up to eight trim tanks, which could be filled in seconds using valves while travelling. Now there are a maximum of six. The reason for this is that filling the tanks upwind causes the boat to develop a lot of additional righting moment, which can overload the structure and the single mast. The stern tanks are filled for room sheet courses where the wind blows from astern in order to lift the bow out of the swell via the leverage effect and prevent it from diving away.

The hydraulic cylinder of the tilting keel can withstand 40 tonnes of pressure

However, the foils have been the centre of attention since 2015. This is now the fourth generation of aerofoils, narrower and more expansive than before. There is a dimensionless upper limit for the area calculation that must be adhered to. However, the designers have come up with impressive and very different shapes.

They catapult the Imocas into a whole new realm. Even the 2020 generation sailed around 50 per cent faster than the Open 60 monohulls from 2015/16 in optimal conditions - with half the wind and flat seas - an unprecedented gain in ocean racing. Speeds of 25 to 35 knots are then possible.

And there is no end in sight. Because now the designs will start flying even earlier, and they should also stay on the foils longer in rougher seas. Boris Herrmann hopes to raise the average speed in the Southern Ocean from 18 to 22 knots. For the first time, a non-stop circumnavigation of the globe in less than 70 days seems possible - provided the boats and skippers can keep up the sometimes extreme pace right to the finish line.

The IMOCA members could not resist the temptation to optimise and further develop this new, exciting technology. After the brute performance of the boats had to be reined in for a long time, and after the previous generation of foilers had to undergo major structural improvements, it now looks as if a new evolutionary stage has been reached: flying earlier, longer, faster. Once again, the class underlines why it has such a legendary reputation - for being the world's most high-bred racing yachts on the offshore scene!

• To the class rules and the IMOCA page

Limit dimensions of an Imoca

• Depth: 4.5 m max.
• Torso length: 18.28 m max. (60 ft.)
• Overall length with bowsprit: 20.12 m max. (66 ft.)
• Mast height: 29 m max.
• Profile mast: Carbon fibre wing profile, rotatable, maximum aft tilt adjustable from 2 to 6 degrees, one-design component
• Deckssaling: Carbon fibre, one-design component
• Keel fin: Steel, one-design component.
• Bomb: Lead, weight between 2.2 and 2.85 tonnes
• Underwater attachments: maximum 5 - 2 rudders (foldable), 1 keel (swivelling), 2 foils (retractable and rotatable)
• Sail: maximum 8 pieces, one mainsail, 7 headsails, aramid fibre laminates
• Colour: Rudder and keel in signal colours so that the ship can be seen more easily by rescue services when floating upwind in a storm

More about Boris Herrmann and the "Malizia - Seaexplorer":

• Virtual tour of Boris Herrmann's " Malizia - Seaexplorer "
• The sails of the Imocas explained in detail

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IMOCA-Open 60s - where are they now?

We list all the boats built

Following on from our equivalent article on the Whitbread/Volvo Ocean Race boats , so today we publish our chronology of all the Open 60/IMOCA 60s that have ever been built (to our knowledge). Readers are welcome to add their contributions and sighting by emailling us here .

While Warren Luhr's ground breaking Thursday's Child is generally held up as being the 'first Open 60', It could be argued that Philippe Jeantot's first Credit Agricole , winner of the inaugural BOC Challenge in 1983 was the boat that started the trend in bespoke 60ish footers for singlehanded offshore racing, particularly those with movable ballast, initially in the form of water, then canting keels, the first 60 to have one being Isabelle Autissier's briefly very successful Ecureuil Poitou Charentes (that demolished the opposition on leg one of the 1995 BOC). Although obviously there were boats before designed and built for solo offshore racing, dating all the way back to Eric Tabarly's 1964 OSTAR winning Pen Duick II , it was only in the 1980s with the 60ft length limited imposed for boats in the OSTAR and subsequently the second BOC Challenge in 1986-7, that the 60ft size range was finally settled upon.

For the 1986-7 BOC Challenge more rules were added beyond just mere overall length, in the form of mandatory watertight bulkheads. Perhaps most significant was the introduction of the famous 10 degree rule to limit the amount of moveable ballast carried (a boat must heel by no more than this at the dock with all her movable ballast deployed either side). This latter rule was unquestionably the most type-forming, leading the surfboard-shaped, twin rudder ultra-sleds that the Open 60 and then the IMOCA 60 has since become. 

Perhaps appropriately the Open 60 became the IMOCA 60 as more rules were introduced in the 1990s following an embarrassing spate of boats capsizing and remaining inverted (thanks to their surfboard shape), particularly during the 1996 Vendee Globe, when Jerry Roufs was lost in the Pacific aboard his Groupe LG (later found upside down off Chile) and subsequently in the 1998-9 Bwhen Giovanni Soldini famously rescued Isabelle Autissier from the upturned hull of PRB mid-Pacific.

After this, the fledgling IMOCA class implimented some severe stability requirements beyond the mere 10deg rule (that some argued had caused the problem from the outset), including a minimum Angle of Vanishing stability requirement. Skippers also had to prove that they could right the boat from a full inversion without the rig, hence why IMOCA 60s from this period on sprouted cabintops. It also signalling the death knell for water ballast being used as the sole means of providing lateral stability in favour of canting keels. Although modern IMOCA 60s still carry vast quantities of water ballast, today this is primarily used for altering displacement to suit conditions and for fore and aft trim.

The rules have continued to develop and in recent years cost saving measures have been introduced limiting draft, mast height, number of sails, carried, etc. Unfortunately these new rules have largely failed to prevent the inevitable escalation of costs and as a result the IMOCA class is now seriously contemplating turning the sailing world's only remaining big boat offshore development class into a one design.

We've included boats whenever they've taken part in their first round the world race.

If we've missed any or got anything wrong, let us know... 

Clicking on some of the boat names brings up photos of them...

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Solo Sailing an IMOCA 60 Racing Yacht

• July 13th, 2016

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

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

Fascination Open 60 Racing

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

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

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

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

Hard Work controlling an Open 60

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

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

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

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

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

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

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

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

High Tech yet Unforgiving

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

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

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

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

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

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

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

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

On Daggerboards, Rotating Masts and Outriggers

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

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

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

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

Solo Racing in the Furture

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

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

Lizzy Foreman has a website  and a twitter-Channel

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

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

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ARTEMIS II Yacht for Sale

60' imoca open 60 | 2008 | £200,000.

• Yachts for sale
• imoca open 60

Last updated May 1, 2024

Artemis II Yacht | 60' Imoca Open 60 2008

Artemis II is a proven IMOCA Open 60 eligible for both the Ocean Race Europe and the Vendee Globe 2024 alongside other IMOCA and IRC events. Current world record holder of both Round Britain and Ireland and Length of Britain she provides a great entry level boat to the popular IMOCA fleet or for a fun offshore racing program. Artemis II comes with a container workshop, a full suit of racing sails, a comprehensive spares package and high and low cradle.

For full details and inventories please contact Whitecap

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by WHITECAP.

Denison Yacht Sales offers the details of this yacht in good faith but can’t guarantee the accuracy of this information nor warrant the condition of this boat for sale. This yacht for sale is offered subject to prior sale, price change, or withdrawal from that yacht market without notice. She is offered as a convenience by this yacht broker to its clients and is not intended to convey direct representation of a specific yacht for sale.

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Artemis II HIGHLIGHTS

• Yacht Details: 60' Imoca Open 60 2008
• Location: Southampton, E19, United Kingdom
• Last Updated: May 1, 2024
• Asking Price: £200,000
• Maximum Speed: 30 kn

Artemis II additional information

• Cruising Speed: 10 kn
• Beam: 20' 6''
• Hull Material: Composite
• Displacement: 21,800 lb

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A fantastic opportunity to sail an efficient, safe, fast and strong IMOCA 60 who raced 5 times around the world and always complete the distance!

The boat has been recently refitted to be ready to accomplish again new long distance navigation. 

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Special features : - Racing IMOCA 60 reconditioned for ORC races with crew- Refit in 2011/2012- Well maintained- Good racing results

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

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

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

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

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

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

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

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

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

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

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

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

Hull Form Design

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

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

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

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

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

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

Quality Construction Equals More Comfort

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

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

The Comfort of Home

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

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

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

Krogen 60 Open: A Living Legacy

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

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

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

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

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

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

Krogen 60 Open Specifications

LOA: 63′ 1″ (19.23 m)

LOD: 60′ 2″ (8.34 m)

Beam: 19′ 6″ (5.94 m)

Draft: 5′ 8″ (1.73 m)

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

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

Water: 450 gal. (1,700 l)

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

Key Features

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

60 open | The ultimate day boat

2 x Volvo Penta IPS 800

Range at 30 kts

3-cabin layout Owner’s cabin with en-suite bathroom Shared guest’s bathroom Hydraulic tender launch / swim platform Passerelle integrated in platform Cockpit wet bar galley w. ice maker & BBQ  Garmin Glass Cockpit, dual 22″ MFDs Lithium battery bank Mastervolt 24V CZone digital bus Volvo Penta joystick control & DPS Fischer Panda 19kW generator Webasto 55,000 BTU air-conditioning

Deep V-hull optimized for Volvo Penta IPS pod drives.

Hull, stringers, bulkheads, deck, and superstructure constructed from vacuum infused carbon fiber composite. Lamination made according to Diab Core Infusion Technology.

Handmade interior and woodworks.

Design: Lars Modin. Builder: Luksusjaht AS.

Twin Volvo Penta D8-IPS 800

Triple Mercury Verado V12-600

Drive & own this boat

For full specification, pricing and sea trials, please fill out the form below.

Sales head office

Delta Powerboats at Galärbryggan Yacht Sales & Brokerage 0046 (0)8 667 21 40 Galärvarvsvägen 4 115 21 Stockholm Sweden

Director of Sales

Kalle Wessel

Director of Sales & Co-Founder Delta Powerboats 0046 (0)70 600 22 88 [email protected]

1 cabin | 50-60 kts

2 cabins | 58 kts

1 cabin | 39-52 kts

2 cabins | 39-46 kts

3 cabins | 42-50 kts

1 cabin | 42-48 kts

2 cabins | 38-46 kts

3 cabins | 40-45 kts

3 cabins | 38 kts

4 cabins+crew | 39 kts

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Sixth Amels 60 with "striking" blue hull completes sea trials

The sixth Amels 60 has successfully completed her first sea trials following a July launch from Damen Yachting 's facilities in Vlissingen, the Netherlands. 

Commissioned by a European owner, the sale was announced during the 2022 Monaco Yacht Show . She will remain quayside until her delivery later this year.

The unit has seen the return of the design team that worked on the first hull, Come Together , with an exterior by Espen Øino and a custom interior by British studio Winch Design . She has the same distinct windows and exterior styling as the previous hulls while incorporating some key changes – including a "spectacular" colour palette, windbreakers and swimming steps.

"This latest Amels 60 is a wonderful example of our Limited Editions concept," said Damen Yachting’s sales manager Jorrit Pilaar. The yacht has been designed for "worldwide voyages" and will be used as a family cruiser.

The sixth hull in the series is powered by a hybrid propulsion system. It offers 830GT, allowing plenty of space for amenities including a large sundeck, swim platform and unfolding balcony attached to the owner's suite. There is also provision for a nine-metre tender in the foredeck.

According to BOATPro , Damen Yachting has seven yachts currently on order or under construction, including two units in its Xplorer 60 series.

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