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Yachting World

• Digital Edition

Beneteau First 34.7 review: from the archive

• Matthew Sheahan
• May 3, 2021

"This is the most refined IRC boat we have produced," so says Farr Yacht Design president Russell Bowler when speaking about the Beneteau First 34.7

By using a set of inner and outer moulds, the hull and internal structure are created in one hit by a combined process of infusion and injection. Credit: Beneteau Credit: Beneteau

Product Overview

Manufacturer:.

Beneteau are clearly very proud of the new Beneteau First 34.7 have issued several bold statements about the complexity of the new boat in their ever expanding stable.

How could such a small production racer-cruiser be so complex? When viewed from her port side she hardly looks revolutionary.

Sure, her sawn­off transom is quite trendy, but overall her appearance in elevation gives her the look of a scaled-down Beneteau First 40.7 and although this boat has been a firm favourite with the IRC fleet, she doesn’t stand out in a crowd.

Look at the starboard side and you have the first clue as to what the fuss is about. A carbon retractable bowsprit, a first for Beneteau , is a standard item aboard this new model.

Her carbon mast on the other hand is a £9,000 option, which includes rod rigging. And all but a couple of the first 60 boats that comprise Beneteau’s 2006 production will be fitted with a black spar as opposed to the alloy standard.

Her large stainless wheel spans almost the entire width of the cockpit.

While not strictly a first for Beneteau, the rapid adoption of the carbon option is a significant change in the market.

When she’s viewed out of the water, the Beneteau First 34.7’s T-keel is another big change, as is her small rudder. So, what has spurred the switch? Within the brief to the Farr office was the stipulation that the new boat should perform well under IRC.

According to Farr Yacht Design president Russell Bowler the fact that stability is not assessed under the rule emphasised the need to produce a boat with as much righting moment as possible, yet light with it.

This meant there would be a big emphasis on weight in the keel and weight-saving everywhere else. Reducing the wetted surface area was also very important.

Nothing particularly new here other than that as a production racer-cruiser she had to be durable and built to a price, constraints that don’t always exist for full-on race boat commissions.

The design process began with accurate positioning of the centre of buoyancy to achieve a slippery yet seaworthy boat.

The First 34.7 is a bold move for Beneteau.

After this, early design considerations involved matching the centre of effort of the sail plan against the keel fin.

The balancing act continued with the centre of gravity of the keel bulb against the centre of buoyancy of the hull. A typical L-shaped keel would place the ballast too far aft and require more volume aft in the hull. The solution was a T-bulb configuration.

Here, a flattened bulb with soft chines to get the centre of gravity of the ballast as low as possible, as well as achieving the greatest effective span on the fin.

Above the waterline the sail plan is in keeping with similar boats, with a provision for overlapping head sails up to 150 per cent on the fractional rig.

The designers piled on ‘as much downwind sail area as we dared’ …

But when it comes to the downwind area, the masthead asymmetric spinnaker stacked on the cloth with 91m² (980ft²) of sail. In Bowler’s words: “We squeezed as much downwind sail area in as we dared.”

Maximising righting moment means keeping weight out of the boat elsewhere, but the brief for the Beneteau First 34.7 meant it could not be a stripped-out racer. Beneteau’s answer was a simple but bold one when it came to her layout and construction.

Maximising space

Down below, the absence of a forward cabin is noticeable from the minute you enter her saloon.

Instead of the more normal V­berth double forward cabin, a large heads occupies the space forward of the mast.

Positioning the heads here not only keeps the weight of a conventional cabin out of the bow, but provides a convenient wet area for retrieving the kite through the large foredeck hatch.

In fact, Beneteau have also developed an option for a 470-style kite bag that clips into the hatch area.

The nav station and galley are both well proportioned.

The main saloon has a pair of simple settee berths either side of the fixed table that utilise the inside face of the hull as the seat backs. This maximises the feeling of space and keeps weight to a minimum.

The chain plates are linked to mini-bulkheads that transfer the load down to the keel without the need for beefy longitudinals to attach tie rods to, again saving weight.

Further aft a simple yet spacious and effective galley is set to port with plenty of stowage space and easy comfortable access.

Opposite lies a small dedicated navigation area; again, practical, well-proportioned and with plenty of stowage for blocks, tackles, tools, duct tape and all the other odd items that keep a race boat going on the course.

Deceptively simple, the open and practical interior is actually much cleverer than you might think.

Stowage for the anchor, chain and warp is under the floor at the bottom of the companionway – easy to access and keeping weight amidships and low.

Under the cockpit lie two double cabins, which can either be supplied as an open-plan arrangement or with the starboard one of the two built with a door to form an owner’s cabin. I’m not sure why you might want this option aboard a raceboat, but no doubt there are some who think differently.

For construction, her deck has been injection-moulded to provide a clean finish inside, so no inner liner is required.

More significant is the move to a completely integrated hull and floor structure thanks to Beneteau’s new lnfujection system.

By using a set of inner and outer moulds, the hull and internal structure are created in one hit by a combined process of infusion and injection.

Although the construction technique has been driven largely by environmental pressures and the need to control emissions, Beneteau say it ensures greater accuracy in the resin-to-fibre ratio of the boats, as well as the consistency of overall weight.

What’s she like to sail?

But for all the techie talk, what is she really like? Such is the obsession with 40-footers, there’s a tendency to see something in the mid-30s as being on the wee side.

This is not the case with the Beneteau. Indeed, place her alongside a 36.7 and she feels a bigger boat in all areas apart from the foredeck. And the same is true when you take the helm.

Her large stainless wheel spans almost the entire width of the cockpit, the beamy open transom exaggerates the feeling of space and the long cockpit allows plenty of room for the crew to work the area without clambering over each other.

All this in a cockpit that’s deep enough and sufficiently secure to take the family cruising every now and then, as well as having a set of decent cockpit lockers, something the X-35 lacks.

Under way she has a solid, dependable, chunky feel to her helm. Lock to lock is just over half a turn, which on most boats would produce a twitchy feel, but not aboard the Beneteau First 34.7. In fact, it took me some time before I realised.

Easy and rewarding to sail.

Instead, she’s direct, smooth and has a comfortable seating position for the helmsman who can sit astride the wheel without crowding the mainsheet trimmer.

Upwind she’s easy to get into the groove and downwind she has the sprightly feel of a bowsprit-blaster, where the rewards of heating her up on a reach require a quick response to bear away as she picks up speed or a gust comes through.

Up to here she’s an easy boat to get on with, but lose concentration and she’ll bite. Although we never lost control downwind with the rudder completely immersed and the boat speed up in the 7-9 knot range in just 10-14 knots of true breeze.

Upwind she’s more prone to losing grip and rounding up if the helmsman and mainsheet trimmer are not keeping her on her feet.

Even in flat water and with what you might think is reasonable feedback through the wheel, she gives little warning and once the rudder has stalled there’s no regaining control until you’ve got her back on her feet.

The problem stems from the rudder’s size, a deliberate design trade-off under IRC. Rudders are not measured under the rule, so keeping it small reduces drag downwind.

But to make this side of the equation work, careful mainsheet trim upwind is vital to avoid unwanted handbrake turns.Aside from this little quirk, other niggles were to do with her control line layout, which isn’t as refined as the X-Yachts X-35.

Trimming the main with the coarse and fine tune in hand, along with the mainsheet traveller and the backstay, makes you feel like a circus act trying to ride two horses.

The fine-tune block and jammer need to be fastened to the mainsheet car rather than the pedestal moulding to make full use of the traveller and a windward sheeting car would make life that bit easier for the mainsheet trimmer through the tacks.

Elsewhere, cross-sheeting the spinnaker sheet onto the secondary winches might get your weight to weather, but the sheet chafes against the cockpit coamings.

Upwind the positioning of one of the stanchions makes skirting the genoa more tricky than normal and the solid kicker obstructs the 20/20 displays.

Admittedly these are niggles that could easily be sorted, but they are nonetheless further examples of the difference between this boat and the X-35.

Nevertheless, overall, I was very impressed with this boat. She felt like a good handicap racer, a boat that could be picked up and raced effectively in very little time and one that would light up in a breeze downwind.

This, along with her simple but practical accommodation layout, makes her a well-rounded design and an appealing choice.

First published in the May 2006 issue of YW.

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• Sailboat Guide

Beneteau First 24

Beneteau First 24 is a 24 ′ 7 ″ / 7.5 m monohull sailboat designed by Jean Marie Finot (Groupe Finot) and built by Beneteau between 1982 and 1985.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

A Centerboard version was also available. Draft BU: 2.62 BD: 5.25

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• Sailboat Reviews

Beneteau First 42s 7

A recent addition to the first series, the 42s7, is a handsome, production racer/ cruiser design from bruce farr..

Since it first began producing performance-oriented cruisers in 1976, Beneteau has achieved tremendous success in the American market; it is now the third largest producer in America, outsold only by Catalina and Hunter. Like them, Beneteau strives for contemporary, affordable designs that are efficiently built.

We recently checked out the 42s7 Owner’s Version, a recent addition to the First line, which continues Beneteau’s trend of offering boats, both in lines and accommodations, that attempt to establish a look that is distinctive in a crowd.

The Company

Beneteau, which advertises itself as the largest manufacturer of boats in the world, was founded in 1884 by Benjamin Beneteau to build trawlers for fishermen. Nearly a century later, in 1964, the company entered the field of motorboat and sailboat construction, and began employing fiberglass construction methods. Operation of the company continues under the direction of Annette Roux, who along with two brothers represents the third generation of family members to manage the company.

Beneteau introduced its First line of sailboats in 1976, a series of performance yachts that produced race-winning results on the international circuit. Ten years later, the Oceanis line followed, targeted to a market described by the company as those “enjoying the pleasure of the sea.” The combination of a strong American dollar and a then-growing boating market resulted in the company’s decision in 1986 to open a production facility in Marion, South Carolina, where both lines of boats are produced. The company has built more than 1,000 boats at its American facility. Annual gross sales are estimated at more than $70 million.

The Design Beneteau has commissioned the services of well­known designers, mostly Frenchmen.

Andre Maurie designed the First 30, which won Boat of the Year Honors at the Paris Boat Show in 1978. Jean Berret designed Beneteau’s Admiral’s Cup winner in 1985 and the First 345 (PS December, 1991). PhilIipe Briand, who designed the French America’s Cup contender, drew the lines for the Oceanis 350 (PS Novem­ber 1, 1995).

Bruce Farr, perhaps the most prominent designer of racing yachts in the world today, has designed the most recent additions to the First line. Prior to lofting the 42s7, Beneteau commissioned him to design a number of larger boats, including the 50.

Russell Bowler of the Farr office in Annapolis, who also was involved in each project, told us that the challenge in designing the 42s7 was to ameliorate the compromise between Beneteau’s desire to have large interi­or volume and, at the same time, have hull shapes that would satisfy the so­called performance cruiser.

In Bowler’s words, “The 42s7 has benefited from our early work with the company, since we have contin­ued to tinker with the basic design to create a shape that produces a fast boat. We also have integrated new technology in the production phase to produce lighter boats more efficiently.”

Phillippe Starck, a designer of boat interiors, joined the team to style the accommodations.

The First 42s7 follows the Beneteau tradition of sexy, Euro-styled boats, though it does not have the wraparound windshields found on some models, nor does it have a com­pletely plumb bow.

Rather, the boat has a soft, rounded profile, especially in the stern, where the transom is almost oval shaped. The deck is uncluttered, benefiting from a fiberglass halyard cov­er, a section of fiberglass under which are led to the cockpit all lines except jib and spinnaker sheets. The cabin­top has an exceptionally low profile, especially for a boat that has 6′ 5″ headroom in the saloon. In turn, this means fairly high freeboard. With a light-to-moderate displacement of about 179, there’s not much below the waterline.

The Sparcraft mast is a 7 /8 fractional rig with two sets of slightly swept-back spreaders. The mainsail luff measurement of the cruising version is 47.41′; the racing version is 52.49′. Standing rigging is Navtec rod, and shrouds terminate more than 18″ inboard of the toerail, which facili­tates easy movement along the side­deck. The backstay has an adjuster. The sail area/ displacement ratio ranges from 17.8 to 19.5, depending on whether you have the standard or race rig.

Underwater appendages, however, are not Grand Prix racing shapes, though still slippery. The rudder is a conventional spade design, and the rudderpost is made of composite materials, a boatbuilding trend that saves weight. Three keels are available: a deep fin and two shoal draft versions, one with a bulb and another with winglets.

Two windows are molded into each side of the hull, as are four open­ing ports. Narrow, vertical windows are molded into the cabin just aft of the shrouds, and four hatches are situated on deck. The overall affect of this arrangement is an interior filled with light, even on cloudy days.

Deck/Cockpit Layout

If you don’t like the maintenance of teak, you ’11 like the deck plan. The cabin top handrails are stainless steel, which, of course, are less expensive and lighter than teak. The only wood on the deck is a highly varnished teak toerail, and teak inserts in the cockpit seats. An aluminum toerail can be substituted.

Beneteau 42s7

LOA: 42′ 6″

LWL: 35′ 9″

Beam: 13′ 6″

Draft (deep) 7′ 7″

Draft (shoal): 5′ 11″

Displacement: 18,220 lbs.

Ballast (deep): 6,283 lbs.

Ballast (shoal): 5,840 lbs.

Sail area (cruise): 771 sq. ft.

Sail area (race): 845 sq. ft.

Sail area/disp. ratio: 17.8-19.5

Disp./length ratio: 179

Righting Moment: 115 degrees

The fiberglass halyard cover makes for a cleaner deck and reduces the likelihood of crew tripping over lines.

An anodized aluminum section on the bow doubles as the stem fitting and anchor roller. While this one­piece arrangement must be cost effec­tive, the short roller will not easily accommodate a plow anchor … maybe a lightweight style, but those seldom stow well on rollers. On the First 42s7, odds are the anchor will be stowed below when underway. For regular cruising, you’d want to workout a better arrangement.

The anchor locker has a platform large enough to mount a windlass and stow a decent chain and rope rode. The drum of the ProFurl roller reefer also is below deck level in the anchor compartment, which keeps the bearing race out of the weather and the drum out of the way of the anchor when hauling the latter aboard. We’re glad to see Beneteau using the top notch ProFurl, especially after the headaches a number of owners expe­rienced last year when some Isofurl systems failed and had to be recalled.

Standard running rigging for internal main and genoa halyards is 7 /16″ rope. Halyards, outhaul, Cunningham, and lines for the lsomat solid vang are led aft to six Spinlock stoppers mounted on the bridgedeck forward of Lewmar 44 self-tailing winches.

The mainsheet and traveler system, which is equipped with Harken blocks and track, is situated forward of the companionway. Though control lines are led to the cockpit, they are so far from the wheel that a single­handed sailor will find this arrange­ment difficult to manage unless there’s an autopilot. Again, the emphasis is on racing with a crew.

The track for the jib sheets is laid at the inner edge of the toerail, which avoids stubbed toes. Harken track and turning blocks are standard equip­ment. A block and tackle arrangement that allows changes in sheeting angles while under load, a feature typically found only on racing boats, is a part of the system.

Stanchions are 24″, all through bolted and secured with backing plates, and double lifelines.

Aside from its most prominent feature-a 55″ destroyer wheel covered with dark leather-the cockpit is an unremarkable area. It is large enough to seat eight people and is contoured for comfort.

Two cavernous lazarettes are situ­ated beneath the stern seat, which spans the width of the boat. Aside from being easily accessible, the covers are large enough for an adult to climb down into the area. On the Owner’s Version, there is a second lazarette to starboard; on the tri-cabin model, however, much of that space is lost .

The stern section also houses a swim platform and freshwater shower that folds down when in use; it is secured by the low-tech arrangement of a line running from the stern through a block on the platform and back to a cam cleat mounted in the lazarette.

A pair of Lewmar #50 self-tailing cockpit jib sheet winches will be ad­equate for flying light air drifters. Two additional winches will be necessary to fly a conventional spinnaker.

The plethora of ports, hatches, and a 5/8″ acrylic companionway hatch combine to bring in a lot of light. Combined with the 13′ beam and 6′ 5″ headroom, there is a feeling of spa­ciousness. Portlights can be covered by pulling out the roll-up shades.

Starck’ s interior of pearwood, plastic counters and smooth gelcoat surfaces has little nautical feeling. But for the sound of wind whistling in the shrouds, the feel is similar to that of a contemporary living room.

The boat we inspected is the full­time residence of two professionals in Seattle who are experiencing the live-aboard life-style for the first time. Three months after moving from a three-bedroom residence, they have concluded that, with careful planning and the rental of a storage locker for seasonal gear, the 42-footer is spacious enough to meet their needs. The saloon and galley are about 14′ long.

The Owner’s Version has a large cabin aft to port, a head off the saloon, a second cabin located forward of the saloon, and a second head in the bow. The tri-cabin version has two smaller berths in the stern, and the same arrangement forward.

The centerpiece of the saloon in each model is a rounded settee fur­nished with brightly covered cushions. The dining area, which mea­sures 72″ x 94″, includes a separate, moveable cushioned bench that dou­bles as a storage compartment. Additional seating is on a port side settee.

A nav station, which faces aft, is located at the end of the port settee in the saloon. Based on our cruising experience, we think navigators might prefer a larger space; the chart table is 31″ inches wide by 23″ deep, with two drawers and a small storage area un­der the table. The instrument panel is large enough for a basic electronic package (VHF, GPS, stereo); the addition of computers, CRT and plotters would require imaginative carpentry.

Wires run below the cabin sole in PVC conduit, and inside the cabin located in the nav station. Spade ter­minals are used, which should avoid failures found in some boards used on other Beneteau models. The company says that wires are unbroken be­tween the board and appliances, reducing the possibility of failures. Repairs will be difficult. And, as electrical accessories are added, the panel will probably need to be expanded.

The L-shaped galley is situated to starboard, aft of the dining area. It is equipped with a gimbaled Eno three­burner stove. A single stainless steel sink is aft of the stove, as is the Frigo­matic refrigerator, which measures 18″ x 13″ x 12″. Enclosed storage areas line the hull. A garbage container is mounted on a door. Counters are covered with Avonite, a white material similar to Formica.

The owner’s stateroom is a spacious, enclosed compartment located to port with 6′ of standing room. The berth is 6′ 7″ x 5″ 11″ and has 5′ of overhead clearance; a hanging locker and shelves on the port hull provide a modicum of storage, as does the aft head, which doubles as a wet locker.

The aft head, situated to port, is equipped with a stainless sink, hot and cold pressure water and a shower nozzle, toilet, and small medicine cabinet, but is rather cramped at 39″ long by 42-1/2″ wide. Showering in the space will be a challenge.

By comparison, the head in the bow is 46″ long, 62″ wide, so has significantly more elbow room since it spans the width of the boat. It has identical features, but with a larger vanity, a three-panel, mirrored medi­cine cabinet and sink, and toilet. Using a head in the bow, in even moderate seas, is an adventure, of course.

The forward stateroom has a small­er 6″ 5″ x 4′ 9″ berth, a settee large enough to seat two adults, a small hanging locker and storage drawers below the berth.

Construction

Some years ago, a spate of blistering problems gave the company a black eye. According to Mike Thoney, a spokesman for Beneteau, the blister­ing problem occurred between 1983- liner to a hinged, 16-circuit panel86 when a defective catalyst was used in hull lay-ups. Eventually, he said, the manufacturer of the catalyst es­tablished a repair fund and every boat produced during that period was re­paired. Thoney told us that there have been no recurrences. Though that may be true, we know that on an industry­wide basis, a certain percentage of boats, even those built without defective catalyst, can be expected to blister for other reasons. The company warrants the hull and deck structure for five years.

Construction is a three- step meth­od that begins with the application of gelcoat, over which is sprayed Bene­teau Watershield System, a polyes­ter, which bonds to the gelcoat and prevents blisters. (Tests of barrier coats, including those conducted by Practical Sailor, have shown viny­lester to be the best protection against blistering.) The hull is uncored, laid­up with chopped glass, woven roving and mat, with unidirectional fabric used at the hull-deck joint. A layer of Trivera is applied on the topsides to prevent print-through, of which we found no evidence.

The second step involves installation of a molded, one-piece fiberglass grid of stringers and floors that runs the length and width of the hull. It is bonded to the hull with a polyester compound, then glassed around the edges with 10″-wide fiberglass tape. The grid incorporates the engine mount, supports for fuel and water tanks, and receivers for bulkheads, which are bonded in place with a polyurethane compound.

The balsa-cored deck is then joint­ed to the hull and bulkheads. The hull-deck joint is an internal hull flange that is bonded with 3M 5200 and fastened with aircraft rivets through the toe rail, deck and flange. Though we have a preference for fasteners with washers and bolts, and bulkheads tabbed directly to the hull and deck, Bowler said that boats in service in charter fleets have recorded thousands of miles with no movement of internal sections or leaks in the hull-deck joint.

Unlike some of the other Beneteau boats we’ve reviewed, the 42s7 has lead ballast, which is preferable to cast iron, the latter not being as dense and requiring epoxy coatings to keep it from rusting.

Performance

We sailed two of the 42s7’s, though in less than ideal conditions for a test.

On the first, we sailed in a winter race in light breezes on flat seas with a relatively new owner and inexperi­enced crew.

With practice, our neophyte skipper executed quick tacks, and the boat accelerated quickly, considering the conditions. The deck layout made crew movement and sail handling uneventful. (A year later, the same skipper and crew won their class in the 125-mile Newport-Ensenada race, in 12-15 knot winds.)

The live-aboard couple completed a three-week cruise shortly after purchasing their boat and reported that except for its light air performance, the boat met their expectations. They feel that a drifter is a must in winds below six knots. Later, they encountered 15 to 20-knot winds and 4′ to 6′ waves while crossing a 40-mile strait, eventually shortening the genoa to keep the rail out of the water. They said that lazy jacks on the fully-bat­tened mainsail are necessary because of its size and weight.

Under power provided by a 50-hp. Yanmar diesel, she motors at 6-7 knots. We found the helm to be very light; one half turn of the wheel produced a 180-degree turn, and she completes 360 degrees in a reasonable circle. The boat also backed in a straight.

Conclusions

The 42s7 is a boat that will flee before a storm, claw off a lee shore, and provide crew comfort above and belowdecks. We like Farr’s Beneteau designs because they present lower profiles and fast hulls.

We prefer more traditional interiors to Starck’s, but that is a personal matter. From an objective standpoint, they are bright and nicely finished. But they may give headaches to owners forced to deal with wiring or other problems in which the structural pan inhibits access.

While Practical Sailor readers report that Beneteau maintains a pretty good customer service department, much of the gear is French and obtaining replacement parts may at some point prove difficult.

Base price of the boat, including sails, is $183,500. A racing version, with a taller mast and assorted gear, sells for $200,000 without sails. For comparison, a Catalina 42 lists for $155,000, a Sabre 402 for $224,900 and a Jeanneau Sun Odyssey 42CC for $214,600.

Beneteau USA, 8720 Red Oak Blvd., Suite 102, Charlotte, NC 28217; 704/527-8244.

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First class 8 Beneteau

The first class 8 beneteau is a 25.42ft fractional sloop designed by jacques fauroux/jean-marie finot and built in fiberglass by beneteau between 1982 and 1994., 969 units have been built..

The First class 8 Beneteau is a light sailboat which is a very high performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat.

First class 8 Beneteau for sale elsewhere on the web:

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• Voronezh, Voronezh Oblast /

This restaurant is famous for offering Argentine and Brazilian cuisines. Brazeiro offers you perfectly cooked medium steaks , mexican soup and kobe beef . Tasty cheesecakes and good ice cream have a good taste. It's time to degustate delicious wine or good craft beer . Here you can drink great americano , lemonade or juice .

Sitting on the terrace, you will enjoy a beautiful view. The cheerful staff shows a high level of quality at this place. Guests say that the service is fine here. Pay fair prices for eating at this spot. The lovely decor and peaceful atmosphere let visitors feel relaxed here. Google gives it 4.5 so you can select this restaurant to have a good time here.

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Voronezh Oblast, Russia

The capital city of Voronezh oblast: Voronezh .

Voronezh Oblast - Overview

Voronezh Oblast is a federal subject of Russia, part of the Central Federal District. Voronezh is the capital city of the region.

The population of Voronezh Oblast is about 2,288,000 (2022), the area - 52,216 sq. km.

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Voronezh oblast map, Russia

Voronezh oblast latest news and posts from our blog:.

9 September, 2015 / Kalacheevskaya Cave - the longest cave in Voronezh region .

10 May, 2010 / Voronezh oblast palace of the princess photos .

History of Voronezh Oblast

The first people began to settle in the territory of the present Voronezh region in the Paleolithic age, about 30 thousand years ago. In the Iron Age, this region became part of Scythia. Then the Sarmatians came to replace the Scythians. It is assumed that they gave the name to the Don River.

In the early Middle Ages, the Alans, the descendants of the Sarmatians, moved on to a settled way of life, mastered the skills of urban culture and entered into a complex symbiosis with nomads (the Bulgars and the Khazars). In the 7th century, the steppe part of the region became the territory of the Khazar Kaganate.

In the 9th-10th centuries, the Slavs began to settle in the north of the region. Central and southern areas were controlled by nomadic tribes. In the first half of the 13th century, during the Mongol invasion, the ancient Russian settlements were destroyed, and Voronezh land for several centuries turned into a so-called “wild field” crossed by the main Tatar roads - Nogai and Kalmius roads.

In the 15th century, several districts up to the Khopyor River, the Vorona River and the mouth of the Voronezh River were part of the Ryazan principality, but the Russian settlements here were few in number. Between the Russian territory and the Tatar nomads lay a vast, devastated by nomadic raids, neutral buffer land.

More historical facts…

In 1521, the Ryazan principality became part of the Moscow state, which opened the way for the beginning of the Russian colonization of these territories. The Cossacks began to form from the Christian population of the region that assimilated certain elements of the culture of nomads.

In 1585, in place of the Cossack village, Voronezh was founded as a fortress of the Moscow state on the border of the Wild Field. For more than 50 years Voronezh was the only town on the territory of the present Voronezh region. Up to the 17th century, the Tatar raids on the Voronezh land continued.

In 1696, by decision and with the personal participation of Peter I, a shipyard was built on Voronezh land for the construction of the first Russian fleet - the foothold for the development of the Black Sea region. From here the Azov campaigns of Peter I began. The centers of Russian colonization in the east of the region were the towns of Borisoglebsk (1698) and Novokhopersk (1716).

In 1711, (after the loss of Azov), Voronezh became a provincial town, the administrative center of the Azov gubernia (province). In the 18th century, the development of the entire territory of the region began. In 1725, the province received the name of Voronezh.

Voronezh Governorate became one of the main bread baskets of the Russian Empire. In the 1860-1870s, railways passed through the territory of the region and connected Central Russia with South Ukraine, the North Caucasus and the Trans-Volga. The region’s economy remained largely agrarian.

In 1934, Voronezh Oblast was established. In 1937, Tambov Oblast was singled out of the Voronezh region. During the Second World War, it became the scene of fierce battles. The city of Voronezh was almost completely destroyed. In 1954, large western and northern territories were transferred to Belgorod and Lipetsk oblasts. In 1957, the boundaries of Voronezh Oblast took the current form.

In the mid-1960s, the Novovoronezh nuclear power plant was built, the Stavropol-Moscow gas pipeline passed through the territory of the region. Voronezh became a major center of the country’s military-industrial complex. In 1972, the Voronezh reservoir was created.

Nature of Voronezh Oblast

Birches in the middle of the field in the Voronezh region

Author: Stepygin Evgeny

Golden autumn in Voronezh Oblast

Author: Constantin Silkin

Cows in the Voronezh region

Author: Galina Linn

Voronezh Oblast - Features

Voronezh Oblast is located in the south-west of the European part of Russia. The length of the region from north to south is 277.5 km, from west to east - 352 km. In the south it borders on the Lugansk region of Ukraine.

The climate is moderately continental. The average temperature in January is minus 10 degrees Celsius, in July - plus 20 degrees Celsius.

The largest cities and towns of Voronezh Oblast are Voronezh (1,048,700), Rossosh (61,800), Borisoglebsk (57,200), Liski (52,000).

The most important resource of Voronezh Oblast is its fertile black soil rich in humus (chernozem), which occupy most of the territory. The largest rivers are the Don, Voronezh, Khopyor, Bityug.

Voronezh Oblast has rich deposits of non-metallic raw materials, mainly building materials (sands, clays, chalk, granites, cement raw materials, ocher, limestone, sandstone). Also there are deposits of phosphorites, nickel, copper, and platinum.

The local economy is an industrial-agrarian one. The main industries are mechanical engineering, electric power industry, chemical industry, and processing of agricultural products. This region is a major supplier of agricultural products: wheat, sugar beet, sunflower, potatoes, and vegetables. There is a nuclear power plant on the territory of Voronezh oblast - Novovoronezh Nuclear Power Plant.

Two federal highways pass through the territory of the Voronezh region: E 115 - M4 “Moscow-Novorossiysk” and E 119 - M6 “Moscow-Astrakhan”.

Attractions of Voronezh Oblast

Voronezh Oblast has a significant recreational and tourist potential. There are 7 historical towns in the region (Bobrov, Boguchar, Borisoglebsk, Voronezh, Novokhopersk, Ostrogozhsk, Pavlovsk), about 2,700 historical and cultural monuments, 20 museums and 3 reserves.

Pine forests and oak groves in the valley of the Voronezh River are known for their favorable effect on human health. There are a lot of summer and winter tourist bases and sanatoriums.

The main sights of the Voronezh region:

• Natural Architectural-Archaeological Museum-Reserve Divnogorye in Liskinsky district - one of the most popular and recognizable sights of the Voronezh region. One of the main attractions is a church built by monks inside a chalk cliff;
• Archeological Museum-Reserve “Kostyonki” in the village of Kostyonki in the Khokholsky district;
• Museum-Estate of D. V. Venevitinov in the village of Novozhivotinoye in Ramonsky district - a complex of residential and park buildings that belonged to the old Russian noble family in the second half of the 17th - early 20th centuries;
• Castle of the Princess of Oldenburg in Ramon - a picturesque manor house built in the style of brick neo-Gothic in the late 19th century;
• Voronezh Biosphere Reserve with the world’s only experimental beaver cattery;
• “Village of the 17th-19th centuries” - a museum in the open air in the town of Ertil;
• Khrenovskaya and Chesma stud farms;
• Museums and memorial places in Voronezh.

Voronezh oblast of Russia photos

Churches in the voronezh region.

Country life in Voronezh Oblast

Church in the Voronezh region

Author: Lantsov Dmitriy

Orthodox cathedral in Voronezh Oblast

Author: Feliks Radev

Voronezh Oblast scenery

Lonely locomotive in the Voronezh region

Author: Gribanov D.

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Specifications

Born from the collaboration of Beneteau America and the American Sailing Association, the First 22 is a singularly modern sail training vessel that make learning how to sail easier, safer and more fun!

NAVAL DESIGNER  : Finot - Conq Architects

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EXTERIOR DESIGN

The R&D team at Beneteau used input from ASA instructors, schools, and leading competitive sailors to refine and adapt the Finot, Conq & Associates design of its very successful First 20.  

The First 22 features a hull with positive flotation and an extended cockpit to accommodate more family, friends or students. Her sail plan is simple and designed to wring the last knot out of any breeze. She also features an extended cockpit to give students and instructors more room, a rig designed specifically for sail training, and ergonomic and safety innovations to ensure that every sail is comfortable and safe.

Learn to sail with Beneteau

Beneteau America and the American Sailing Association (ASA) have partnered to design a singularly modern sail training vessel.

Customer Care

Buying a BENETEAU doesn’t have to be a daunting task. We have teams of experts to guide you through the entire process – everything from sea trials, financing, and customization to after-sale commissioning, service, and maintenance. We are proud to have one of the largest, most highly-regarded dealer networks in the world. We’re ready to provide you with the assistance and expertise needed to launch you and your BENETEAU on a lifetime of happy, rewarding, and memorable voyages.

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