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.
Here are the records for the fastest crossings of the Atlantic in a Sailboat.
5d 14h 21min 25s | Comanche | Monohull | 2016 | 21.44 knots (39.71 km/h) | |
3d 15h 25min 48s | Banque Populaire V | Trimaran | 2009 | 32.94 knots (61.00 km/h) | |
4d 11h 10m 23s | Sodebo Ultim | Trimaran | 2017 | 28.35 knots (52.50 km/h) |
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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!
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Sailor and meteorologist Chris Tibbs advises go south for comfort and safety; go north for speed
Weather is a large part of any Atlantic crossing: deciding when to go, which route to follow and the sails to carry. The main consideration is to avoid the hurricane season from June to November, so most yachts leave in late November to arrive in time for Christmas, although the tradewinds in January are often stronger.
However, it is human nature to push boundaries and some crews always leave early to get a longer season. The earlier you leave, though, the more important it is to stay east before committing to a westerly course. Late hurricanes generally develop to the west, making a passage via the Cape Verde islands more attractive. It shortens the time in potential hurricane areas and offers an escape route south as hurricanes rarely track south of 10°N.
During a typical crossing, the tradewinds will be Force 4 or 5, with some lighter periods and a few days of winds of 25-plus knots. A flexible sailplan is necessary to take account of the changing wind strengths – there is no one-size-fits-all answer. The most common sailplan is goosewinged, with most skippers carrying a specialist downwind sail for when the wind goes light.
Because squalls are common and can have gale-force gusts on the leading edge, it is important to be able to reduce sail quickly. Boats with only asymmetric spinnakers tend to struggle in strong downwind conditions and I would always carry a whisker pole to pole out a headsail as well.
Sailing hot angles may work for a lightweight flyer, but it adds a lot of distance. For a heavier cruising boat it is hard to gain the increase in speed to compensate for the extra distance. Once hull speed is reached, shorter will always be faster. ( See our feature on the best yacht for an Atlantic crossing )
With well-established high pressure, a direct (that is, northerly) route is usually fastest, staying far enough away from the high to keep the wind, but minimising distance. However, the less established the high is, the greater the chance of a mid-Atlantic trough or low developing, giving adverse winds. In this case a more southerly route is better.
Racing boats often take the northerly route and the faster the boat, the more likely this will pay off. However, it runs the risk of meeting depressions which develop mid-Atlantic.
These should not be underestimated and the potential gain of passing north of a depression must be balanced against the risk that it could deepen and track across the route. The route is also more prone to a northerly swell.
The southerly route, on the other hand, offers lower risk, with steadier tradewinds and less chance of an uncomfortable northerly swell.
I like to arrive with at least one-third of my fuel left for safety. Others will put on the engine when the wind drops and call in at Cape Verde to refuel if necessary. The choice of route may also depend on fuel capacity and a crew’s willingness to use the engine.
A mid-Atlantic trough giving 24-48 hours of light wind is not unusual and can be motored through to keep on schedule. Yet for some crews, the engine is only for emergencies and a more southerly route will reduce the risk of light winds. Neither route is right or wrong. They are just different ways of sailing in what may be very different boats.
I have sailed across the Atlantic over 20 times and no two times have been the same. There can be a great deal of variation and weather forecasts are important. There needs to be some flexibility in the route to take account of forecasts and how they change over time. I like to pick up weather charts from NOAA and also GRIB files.
So, the default options are: go south for comfort and safety; go north for speed. Most boats take a more middle route, depending on the forecast.
Chris Tibbs is a meteorologist and sailor with over 250,000 miles at sea, including three circumnavigations and six speed records. He is a lecturer to ARC crews and provides routeing services.
See also: 15 things you need to know when planning an Atlantic crossing
This is an extract from a feature in the November 2014 issue of Yachting World
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Three owners joined their superyachts to cross the Atlantic and found more than they expected in the vastness of the ocean, they tell Caroline White .
Crossing oceans is a necessity if you want to get your yacht to the good stuff on either side. But, of course, the owner doesn’t need to be on board – that’s what paid crew (or even a yacht transport ship) are for. The conventional view is that two weeks and 3,000 nautical miles of rolling Atlantic – with bad weather or a technical failure the only likely source of excitement – make the Atlantic milk run a chore, a bore, even a little frightening: a venture you’d probably want to get a pay cheque out of.
But three owners defied this received wisdom to see other possibilities in joining their sailing yachts across the pond, from Europe to the Caribbean. Ilia Rigas and her daughter Nepheli, owners of 50-metre Almyra II , started from Syracuse in Sicily, while Nina Vibe-Petersen, owner of 54-metre Parsifal III and 52-metre Q , started from Gibraltar on the latter. Both yachts left in November last year to arrive in St Barths.
“Our goal was to do a circumnavigation,” says Rigas. “This is the reason we bought a Perini . We thought okay, let’s do the crossing, let’s go to the Caribbean.” She was inspired, in part, by the poem Ithaka , by the great Greek poet C.P. Cavafy, about how the value of a great journey lies in the journey itself, rather than the destination.
For Vibe-Petersen, a physical ailment brought with it the impetus to seize the day. “I was planning to do it with my family, but nobody ever had the time. And then last year I broke my shoulder, and I felt so helpless. I was like, I have to do it now. And then some of my friends said they would love to go with me – they’re not used to sailing at all, so that was exciting.”
In terms of prep, Vibe-Petersen stocked up on craft materials, while Rigas made sure they had a wealth of movies queued up – both on the reasonable assumption that they’d have long, empty days to fill. Nepheli, meanwhile, didn’t think too much about it at all. “I have a few friends that have done it and some of them didn’t have the best experience,” she says. “So I shied away from really thinking about it or discussing it until I was on the boat. I was trying to focus on the moment and not overthink anything.”
Initially, at least, this trepidation was well-founded, as Ilia recalls. “The weather turned bad when we reached Gibraltar and some crew left us out of fear, leaving me in charge of the ship’s kitchen,” she says. “I had reservations about cooking for the crew and loved ones, but I managed to brave the situation, wading through the unfamiliar kitchen and huge waves with nothing but grit and determination. Even with all the uncertainties, I found some much-needed time to relax. I started practising yoga, walking on the treadmill, and looking at the sea’s vastness while listening to the white noise of the ocean.”
Vibe-Petersen and her friends also tried yoga on deck but, “we were just rolling around”, so they put on loud music and danced: “that was really fun”. The endless sea and sky, far from requiring distractions, proved hypnotic, even addictive.
“There’s no light pollution and the stars almost hang,” she says. “You think you can actually take them with your hands. It’s just so beautiful and so peaceful to be there – I think we got less sleep because we wanted to be up and see the sunrise, and then we also wanted to see the sundown.”
In the end, the crossing experience confounded apprehensions for the owners of both yachts. Rigas, who heads the sustainability department of a FTSE 250 energy company, usually has scant time alone with her thoughts. “Normally, I cannot concentrate because my life is so hectic but here, without anything else, I could focus; I could read a book, play backgammon, things that I cannot normally do in my daily routine. And that’s what I loved.” In effect, the difference in situation changed the way her mind worked, “Automatically though, without really making any effort. Because you’re there and you cannot escape.” She kept a journal for the first time in her life, and it helped her reflect on: “my needs, what gives me passion, and what brings me down in life”.
Nepheli planned to catch up on work during the long hours at sea. But instead, she ended up on night watches with her father. “It was very quiet,” she recalls. “You could hear nothing but the sea and the waves. You’re in the middle of the Atlantic so there’s not much to see at night, other than the stars. Sometimes the sea was shining from the plankton. It was the two of us – no one else around. There were times we were talking the whole time. There were other times that we were completely silent. It was amazing.”
In the middle of the Atlantic, owners and guests also spend considerably more time in close proximity to the crew than they would normally. “All of us had a lot of fun with the crew and they were very engaged – they wanted to give us a beautiful first [crossing],” says Vibe-Petersen. “When we were halfway they dressed up and we were [as is traditional] baptised in rotten food and eggs; we also had to swim when we were halfway with all the crew, and had a lot of nice talks on the watches. I think everybody enjoyed that very much and yes, we became very good friends.”
On board Almyra II the owners strived for a relatively egalitarian lifestyle. “We were trying to prevent a disconnect between us and the crew,” says Nepheli. “All of us did six-hour shifts to support the crew – on a boat going 24 hours a day, everyone needs to help. At the halfway point we had a big party on board, with a lunch all together. It was very important for us to have the sense that we’re in this together.”
What about when they finally arrived in the Caribbean – were they itching to jump onto a powder sand beach? “Normally when I come to St Barths I’m very excited,” says Vibe-Petersen. “But this time we were almost crying; we didn’t want to get off the boat again.” Similarly, Nepheli recalls waiting gloomily for customs to clear them into one of the world’s most beautiful anchorages. It is perhaps Ilia, however, for whom the crossing was the most profound experience. “I think when you know that it’s going to finish soon, this makes it more magical,” she says. “I learned to appreciate nature more than before, watching sunsets, the shapes of the clouds.”
The experience was so affecting, in fact, that she did it again. “On my first crossing it took a while for me to realise that I had started with the weight of my city burdens on my shoulders. I had let the problems of my city life, my business life and the crew life follow me onto the ship, inadvertently impacting my experience,” she says. “I knew I wanted to cross again, but this time I wanted to do it all on my own. I left behind any responsibility, family or friends and embarked on my journey with the minimum-possible professional crew. By the second crossing, I felt content exploring and soaking in the different Caribbean cultures, ending the journey with the St Barths regatta. Having such an amazing racing experience made it all so much more memorable. I returned home alone, feeling energised and reinvigorated to take on whatever came my way.”
Throughout this second, pared-back crossing she was freer to do as she wished – she loved being out in the open, setting the sails, letting different music dictate her mood. “The repetition of my daily routine made me feel like I belonged, and I found myself laughing every morning. I savoured every ounce of time away from the pressure and guilt of free time found in the hustle and bustle of city life,” she says.
Aside from the thrill of adventure – exploring vast stretches of open water – this environment offers vistas and sunsets unlike any you can experience elsewhere. On a practical level, Rigas points out, a crossing tests a superyacht’s endurance, stability and navigation systems in the most extreme conditions. It also fosters team bonding and forges deep connections among those on board – no bad thing if you want to keep a well-loved crew for a long time.
She is evangelical about the experience, which afforded her self-reflection and personal growth. It could provide a valuable reset for busy owners before diving into a season in the Med or Caribbean. A superyacht offers plenty of experiences you can’t have anywhere else, and this, perhaps, is a lesser-known one. “I know people who have everything yet fail to connect with nature and themselves. It’s not about having; it’s about daring to take action and having a passion for life. Talking to interesting people and allowing their stories to inspire you to find new ways of living is what truly matters. Remember, where there is a will, there is a way – excuses will disappear.”
It seems that while there may be spectacular cruising grounds on either side of the Atlantic, there’s plenty of good stuff in the middle too.
First published in the September 2023 issue of BOAT International. Get this magazine sent straight to your door, or subscribe and never miss an issue.
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Some people can't simply settle for a regular, run-of-the-mill superyacht like all the other millionaires and billionaires — they need something a bit flashier to set them apart from the crowd.
For those people, there are yachts like Adastra , a sleek, custom-built trimaran that's currently on the market for a cool $12 million.
The extravagant vessel — which looks less like a yacht and more like something out of "Star Wars" — is built for exploration, according to Burgess Yachts , which has the boat listed for sale. Due to its streamlined shape and lightweight construction, Adastra can travel across the Atlantic twice over without needing to refuel. Plus, Adastra's unique design means it can venture into shallow harbors and get up close to islands, unlike most traditional yachts.
But this multimillion-dollar yacht is built for pleasure, too — it sports multiple sunbathing areas, a diving platform, a lavish main room, three cabins for guests, and space for six crew members.
See inside Adastra:
Source: Robb Report
You’ve lived your dream. You’ve sailed across the Atlantic Ocean. You’ve cruised in Spain, Italy, and even some of Africa. It’s time to go home.
But how? That’s the question I faced 10 years after Ranger ‘s Mediterranean adventure began. ( Click here to read “ Ranger ‘s Refit—and the Real Rewards,” from CW ‘s June 2003 issue.)
The options were easy: sail her back, hire a delivery crew, or ship her on a freighter. But the choice, made routinely by hundreds of transatlantic sailors every year, was complicated, and personal.
Driven from Spain by a tax crackdown at the start of Europe’s economic woes, I’d docked Ranger in Tunisia at an upscale marina. She’d been in the water for three years tended by a German expat who regularly started her engine, ran through her gears, and adjusted her lines.
But she was a mess, sirocco sand-blasted, her dodger sun-rotted, her bottom a microbiologists’ encyclopedia. Her flares, EPIRB, and life raft were out of date. Basic systems were in good shape—sails, rigging, even the batteries—but the list of to-dos, no matter which route I took home, would take time and money.
Until the mid-1980s, shipping a yacht on a freighter was a rare, pricey move. But there are now four major companies in the business, rates are competitive though not cheap, and the service, with occasional exceptions, is reliable and safe.
Unique among them, because of its float-on/float-off semi-submersible freighters, is Dockwise Yacht Transport of Florida. The other three— Yacht Path International , Sevenstar Yacht Transport , and Peters and May —rent space on freighters going your way and use cranes and cradles for deck shipment. This year, the four companies will ship some 1,200 to 1,500 sailing yachts all over the world.
Because its schedule seemed as reliable as an Italian train, give or take 14 days, I asked Dockwise for its cheapest option, which turned out to be a ship returning to Florida after delivering luxury motorboats for the Med’s summer season. The price for my 42-year-old boat, valued at $45,000, was a shock: $11,600.
Sailors I interviewed shipped their boats for a number of reasons.
Phillip Yaffa of Miami shipped his Tayana 47, Peregrina , home from Turkey after three years of cruising in the Med. With business demands, he couldn’t afford the time for the long sail back through the Canaries after hurricane season. After pricing a cheaper delivery option, but adding wear and tear, he paid Dockwise $25,000.
Fabian Mueller of Zurich, Switzerland, shipped his 30-foot steel sloop Habichuela back to Europe from Florida in the fall of 2010 because he was out of vacation time and the boat had suffered damage to sails, the autopilot, and sailing instruments on its passage from the Canaries. After gathering bids from Sevenstar and Peters and May, he negotiated the lowest fee, $9,500, from Dockwise, and thought it worth the money. He estimated that he would’ve spent at least $5,000 to repair and ready her to sail home himself. “I didn’t have that many options,” he said. “The day the boat arrived in Genoa, I was very happy.”
Time and tenderness were on the mind of Pascal Oddo when he hired Dockwise to carry Falcon , a 1930 Lawley Boatyard-built Q racing boat from Rhode Island to France just in time for the Les Voiles d’Antibes, a classic-yacht race in the spring of 2012. The 52-foot wood sloop had been restored in 2007 and listed for sale at $495,000.
Sailing the Atlantic was out of the question, and after comparing bids, Oddo chose Dockwise for the convenience.
“The plan was to race her. When we arrived to meet the freighter, we put the sails on, and we were ready to sail off, which was fantastic,” he said by phone from Paris, where he manages a private-equity fund. “We did well. We came in second.”
Eric Korchia, a Miami developer, shipped Maxilana , a Jeanneau 53, on Dockwise after being stranded in Athens, Greece, for more than a month by Yacht Path. At the last minute, he hired a delivery crew to meet the Dockwise freighter in Italy. Dockwise charged him $25,000.
While there was a grin on his face when he saw his $700,000 boat in Florida, Korchia remained livid with Yacht Path, which had promised, but failed, to pick the boat up in Greece. After being threatened by an attorney, Yacht Path returned his $26,000 fee, although not an additional $20,000 that he says he spent on marina and delivery fees.
Yacht Path manager Kevin Cummings blamed unforeseen freighter delays and said that his company kept Korchia informed. The company, started by Cummings and his siblings, whom he describes as “working-class guys” without venture-capital backing, will ship 650 boats this year. It routinely fulfills its promises, and it’s often the cheapest. But it’s the only one of the carriers with complaints—there are four—that are on file at BoatU.S.
Shopping for a delivery captain is a bit like hiring a nanny. Price isn’t as important as experience, reputation, and chemistry. That said, the first thing I wanted to know was how much it would cost to put my baby into the hands of a stranger for a risky couple of months.
My queries produced a gaping array of charges ranging from $4,000 to $14,000. To help me judge, I consulted John LeFevre of The Moorings, who hires delivery captains to ship the company’s charter fleet between the Med and the Caribbean. His average cost for a delivery skipper from Greece to Tortola is $13,250, including airfare and food.
The Moorings’ boats are privately owned catamarans and monohulls that are less than five years old and well equipped for an ocean passage. (See “If You Go It Yourself,” below.) Captains basically get on and go.
As I went over Ranger ‘s equipment, I realized how idiosyncratic my 35-foot Allied Seabreeze yawl had been—a one-man boat full of decisions, compromises and, yes, defects, that no one else could be expected to know. There was no manual describing the periodic clunk in the anchor locker, the loose mizzen stays that were OK, or how the autopilot connected through that hole using this pin kept in one of those plastic bags in the middle drawer on the port side by the cabin door that won’t stay latched.
It always took me a week to get to know her when I paid a visit. Her condition made selling her in Europe impossible—especially during the Euro crisis. How could I ask a delivery captain to take her across an ocean?
“I have to know how to fix, identify, and work every single system, even though I’ve never seen it, because my life will depend on it,” said Blaine Parks of Parks Marine Services of Palmetto, Florida. Unlike most delivery crew, he insists that the owner be aboard on a voyage as long as a transatlantic.
Parks charges $250 to $300 a day, plus $150 a day for a mate, an average rate among professional delivery crews. For an ocean crossing, he wants a third mate at $100 a day.
He recommended that I look for captains with multiple transatlantic crossings, experience in the voyage’s ports of call, and a good reputation backed by references and their own insurance.
Gerry and Darby Gragg were rank beginners when they bought So Bella , a Passport 42, in 2000 and began cruising in western Costa Rica. “We took off knowing as little as someone could about cruising and sailing,” Gerry told me in Gaeta, Italy.
After reading a Cruising World spread on the Mediterranean (see “Promise of the Mediterranean,” November 2007), they decided to head there. Yacht Path offered to ship So Bella from Golfito, Costa Rica, to Palma de Mallorca for $34,000. The Graggs chose instead to use Yacht Path to move So Bella to Fort Lauderdale, at a cost of $13,000, in time for Gerry to sail the Atlantic. With their “savings,” they hired a captain and mate from Oceans Captain. Were it not for a transmission failure in Bermuda, the crossing would’ve been cheaper, he said.
“These two men had 15 crossings under their belts. It was essentially an advanced-sailing seminar on my own boat, and it was an experience I’ll always treasure,” he said.
Gragg has decided to ship So Bella back to the United States next year so he can sell her on the East Coast during the summer. Dockwise provided a cheaper quote and a firm shipping window between April 22 and May 6. “To get my boat from Genoa to Fort Lauderdale in 15 days with hopefully little wear and tear for $23,000 is a good value, if one is honest about the indirect expenses of a crossing.”
For the vast majority of transatlantic sailors, sailing home is the only choice. Cruising funds may be running low, but while living aboard, they’ve likely kept the boat in working order. Provisions, dock fees, and a couple of months of their time are the primary costs.
A survey by the World Cruising Club of participants in the Atlantic Rally for Cruisers shows that on average, boats spent around $2,500 for provisions and $1,400 for fuel during their three- to four-week crossing from Las Palmas, in the Canary Islands, to St. Lucia.
Joining the ARC costs $1,000 or more, but the rally’s care and safety requirements—tougher than ones that independent sailors might choose themselves—are designed to produce successful crossings.
When I took a sober look at Ranger , I estimated that upgrades, crew travel, and food costs would top $7,000. Having done the crossing, I knew that a few thousand dollars more should be in an overdraft account just in case. Clearly, my cheapest alternative was to sail home myself with a couple of volunteer crew.
On March 1, 2012, I flew to Genoa, Italy, bought a reconditioned life raft for $500, and carried it on a ferry to Tunisia. After two weeks of work on Ranger , first mate Wally Wallace and I departed for Sicily. I’d rendezvous with Dockwise in Genoa during the first week of May.
Ultimately, my decision came down to time, money, and a large X factor. Crossing the ocean to Europe in my little old boat was an achievement, a costly, exhausting journey of a lifetime. Ranger and I were now 10 years older. With “transatlantic sailor” inscribed on my heart, I had neither the need nor the desire to sail home.
When my father died, my share of the sale of his house yielded enough to buy a ride. I decided to turn the 1,000-mile sail up the Italian coast into a shared vacation with friends and family, likely my last great offshore adventure aboard Ranger . Having made the decision, I ordered charts for the Keys and the Chesapeake.
Ranger arrived in Fort Lauderdale on May 23 looking like a floating peanut in the vast hold of Dockwise’s Yacht Express. I climbed aboard and motored into a Florida sunrise.
The next morning, at Bahia Mar, the bilge pump died.
Before setting out on a transatlantic crossing—or on any bluewater adventure, for that matter—a prudent skipper makes sure that the boat is well equipped. The equipment list below is based on recommendations from the Atlantic Rally for Cruisers and The Moorings. The gear requirements for the Newport-Bermuda Race and ISAF race recommendations are both other good sources for the gear you’ll need.
• Offshore life raft large enough to carry all crew • Life jackets with harnesses • Flares • Abandon-ship bag with flares, water, food, and survival tools • Offshore first-aid kit • Rescue lines • Signaling equipment
• EPIRB • Satellite phone or SSB radio • Automatic Identification System receiver, preferably with transponder • Electronic tracking device similar to SPOT or to DeLorme’s InReach • VHF radio • Handheld VHF • Navigation lights • Searchlight • LED flashlights
• Navigation tools and charts • Compass • Sextant and tables • Binoculars • Depth sounder • Fog horn • Radar reflector • Fire extinguishers (3 of them, all up to date) • Fire blanket • Companionway washboards • Through-hull plugs • Emergency tiller • Hacksaw and blades • Buckets • Dinghy and oars • Storm jib and trysail • Second manual bilge pump • Sea anchor
Jim Carrier is a CW contributing editor. Ranger now lies on the hard at Glades Boat Storage, west of Lake Okeechobee, Florida. Her to-do list remains a work in progress. This article first appeared in the Hands-On Sailor section of our December 2012 issue.
The Ritz-Carlton Yacht Collection
Unplug from everyday life when you cross vast oceans with time to enjoy the laid-back, unhurried life on board. Make the most of the days at sea with time to relax, refresh, and reinvigorate. Enjoy traveling the world from the comfort of the well-appointed Ritz-Carlton Yacht Collection suites .
Cross vast oceans from one region of the world to another on repositioning voyages with The Ritz-Carlton Yacht Collection. These singular voyages are a unique opportunity to unplug from the stress of everyday life. Relax into the rhythm of the unhurried life on board. Lazy days at sea are unscripted and open to possibilities as your mood dictates. Untethered from the regimen of any schedule or responsibilities, you’re free to read a book, relax with a spa treatment or lay poolside with a cocktail. Free to dine on creative cuisine and fine wines, savoring every course. Free to take advantage of stimulating lectures. Free to forge new friendships with fellow travelers.
Guests aboard The Ritz-Carlton Yacht Collection’s luxury repositioning cruises enjoy world travel with unparalleled service and untethered exploration. Enjoy experiences of a lifetime including transatlantic crossings that span countries and continents. Our inaugural season includes transatlantic cruises from Europe, the Caribbean, North America, and more.
Our transatlantic cruises take place aboard our bespoke Evrima superyacht, a ship that accommodates just 298 guests for a personalized voyage. With multiple hand-picked ports of entry throughout the transatlantic voyage, guests aboard our luxury repositioning cruises enjoy luxury cruise shore excursions that bring full immersion into the culture, cuisine, art, and life of cities, villages, and small communities throughout the world.
Indulge in amenities that rival any landside hotel or accommodation. Our luxury crossing voyages and transatlantic cruises offer guests world-class service and luxury cruise inclusions . In-suite dining, Michelin star inspired menus, Personal Concierge services, Wi-Fi, entertainment onboard, lectures, and private terraces are but a sampling of the features guests aboard our transatlantic cruises can enjoy. With a marina-style platform that provides guests with access to watersports, a repositioning cruise with The Ritz-Carlton Yacht Collection is as much about luxury as it is excitement.
Unplug and unwind as you traverse time zones, continents, and oceans aboard our luxury transatlantic cruises. Relax in our onboard luxury spa as the superyacht brings you through international destinations in comfort and serenity.
Replenish your skin in the serenity of The Blue Lagoon on a repositioning Halifax to Iceland cruise, dip your toes in the sands of the Canary Islands on a Bridgetown to Lisbon cruise, or explore the winding alleyways of Praia da Vitória on a Lisbon to Halifax transatlantic cruise.
With our luxury transatlantic cruises, the world is yours to explore. Request an e-brochure or call today.
Funchal, Madeira
Horta, Azores
Ponta Delgada, São Miguel Island, Azores
Praia da Vitória, Azores
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
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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Welcome to Atlantic Yacht & Ship, Inc. We remain an integral leader in the yacht and ship brokerage industry, serving the yachting community since 1959. Atlantic Yacht & Ship, in Fort Lauderdale, Florida is located in the heart of the “Yachting Capital of the World”. Whether buying or selling a quality motor yacht, center console, or having your luxury yacht built. Atlantic Yacht & Ship is your one-stop resource for the highest quality luxury yacht sales and service in the yachting industry today. The dynamics in buying or selling a yacht are complex and time consuming, but at Atlantic Yacht & Ship, our team of professional yacht brokers are prepared to handle the entire process and create a positive and easy experience for all our clients.
The very first passenger flight over the atlantic.
The dixie clipper.
June 28th, 1939 was a big day, not just for Pan American, but for commercial aviation. After years of on-again, off-again negotiations, public prognostication, and the long-promised prospect of a new epoch for global travel, the first flight with paying passengers took off to cross the Atlantic.
The big new Boeing B-314, NC 18605 Dixie Clipper left Port Washington on Long Island, bound for Lisbon and Marseilles by way of Horta, the Azores – via the so-called transatlantic “southern route.” Onboard were 22 paying passengers. Some had paid for the privilege years earlier.
The trip was the culmination of a burst of activity over the previous five weeks, which had seen the dispatch of five airmail-only proving flights. The Civil Aeronautics Authority (CAA – forerunner of today’s FAA) had required these proving flights as part of the process inherent with their “Certificate of Convenience and Necessity” to Pan Am allowing the start of transatlantic service on May 12th 1939.
These first runs were followed by an “inspection” trip for twelve members of the print and broadcast press on June 17th on the Atlantic Clipper.
Pan American was also starting a “northern route” transatlantic air service – again as airmail-only flights at first – to the British Isles, via Newfoundland and Ireland, on June 24th. Plans called for operating twice-weekly services to Europe, with one flight each on both the “northern” and “southern” routes.
It was an exciting time for Pan Am, and for Americans. When the Yankee Clipper flew over the New York World’s Fair with the first load of airmail bound for Europe on May 20th, there was a radio hook-up between plane and ground. With a crowd of thousands listening in, Capt. Arthur LaPorte exchanged words with the dignitaries below, while the big Boeing circled above. When the brief exchange ended, the crowd cheered wildly as the plane flew off towards Europe.
The flight of the Dixie Clipper carrying the first paid passengers on June 28th marked the beginning of what was expected to be the start of a new era. Now anyone – if they had the fare – could fly across the Atlantic. The concept had great power to fire the imaginations of ordinary people, as well as marketeers who could see the value of being identified with this new dimension of modern life.
We are fortunate to have these pictures taken by Betty Trippe, who flew as a passenger on that flight. She also captured her impressions in her diary. It was an image of luxury aloft that survives to this day when travel by Clipper is recalled:
“At dinner . . . everyone was in high spirits and we enjoyed gay and interesting conversation. The tables were set with white tablecloths. The dinner was delicious and beautifully served. Some contrasted this trip with the days of sailing ships which took two or three months to cross the ocean . . . yet we were crossing in twenty-four hours . . . Captain (R.O.D.) Sullivan came down from the control room to smoke a cigarette and visit with the passengers. He was a grand person and inspired real confidence by his cool cheerful manner. Everything seemed so routine and matter-of-fact that we almost lost sight of the fact this this was first airplane flight to carry passengers to Europe.” (From Pan Am First Lady by Betty Stettinius Trippe; 1996, Paladwr Press, MacLean VA).
Despite the wonder and seeming normalcy of the new transatlantic passenger service there were clouds looming over the horizon that would soon impact everything about it. One can understand why Betty Trippe was so taken by the novelty and excitement of her flight on the Dixie Clipper. But perhaps in her private thoughts she might have also understood the purpose of at least one of her fellow passengers. He was “Wild Bill” Donovan – soon to head America’s secret intelligence service, the OSS. Donovan was making use of the fastest means available to get to Europe. It would be only 63 days later that Poland was invaded by Nazi Germany, and two days after that, the war in Europe was on, and would last for six more years. By its end, nothing about those brief first days of transatlantic passenger flight would be the same
But while they lasted, they inspired an indelible image of romantic air travel that persists to this day.
IMAGES
VIDEO
COMMENTS
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 ...
The best yachts for a transatlantic crossing. Neel 51. Outremer 5X. Hallberg-Rassy 57. There are many yachts which are suitable for a transatlantic passage. Some will be less expensive, some will be more comfortable, faster, or better suited to you, your experience, and your budget.
We were very happy with everything, Ship, Captain, Crew, Cuisine, just outstanding and made us feel like family! Mr. & Mrs. HartNew Mexico. For a Transatlantic Cruise, SeaDream Yacht Club provides the most intimate & personalized luxury experience available. Book a reservation at 800-707-4911.
Increase the means of generating electricity with a diesel generator, larger alternator, solar panels and/or a towed turbine and look at means of making savings, such as fitting LED lights. 2. 4 ...
Max Campbell explains how his dream of sailing solo across the Atlantic almost became a nightmare. On a cloudy midsummer afternoon, my best friend, Harry Scott, and I waved goodbye to our worried ...
Crossing the Atlantic on a Yacht in Comfort. Experienced cruisers often discover Kadey-Krogen Yachts because they begin to search for yachts capable of crossing the Atlantic. If one searches the listings for Transatlantic boats for sale or contacts a broker with a very specific request to hear about yachts that can cross the Atlantic, they're ...
Essential yacht racing skills; Catamaran sailing; Bluewater sailing techniques; ... ARC 2019 skippers' survey results reveal the art of easy transatlantic sailing. August 17, 2020
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.
North is fastest. With well-established high pressure, a direct (that is, northerly) route is usually fastest, staying far enough away from the high to keep the wind, but minimising distance ...
Not every motor yacht over 30m can undertake a transatlantic trip. The yacht must have a fuel tank large enough to carry the necessary fuel for a distance of around 4,000 miles. Precise fuel consumption calculations are crucial, including allowances for potential bad weather. The yacht's weight and load also affect fuel consumption.
The unexpected joys of sailing across the Atlantic. 15 August 2023 • Written by Caroline White. Three owners joined their superyachts to cross the Atlantic and found more than they expected in the vastness of the ocean, they tell Caroline White. Crossing oceans is a necessity if you want to get your yacht to the good stuff on either side.
A sleek, lavish megayacht fit for a Bond villain, called "Adastra," has hit the market for $12 million. Thanks to its efficient shape and lightweight construction, the yacht can cross the Atlantic ...
Unlike most delivery crew, he insists that the owner be aboard on a voyage as long as a transatlantic. Parks charges $250 to $300 a day, plus $150 a day for a mate, an average rate among professional delivery crews. For an ocean crossing, he wants a third mate at $100 a day.
Emily Morgan has crossed the Atlantic many times and as an MCA category zero yacht is fully equipped for a safe crossing. We leave Antigua early May and head for the Azores, a perennial favourite stop for long distance sailors. After a few days exploring we head off again to Plymouth, UK. Our cost to sail across the Atlantic from the Caribbean ...
In this video, we start our Atlantic crossing from Croatia to West Palm Beach, Florida. This is part 1 of a mini-series of the crossing. In this episode, we ...
Embarking on a transatlantic voyage is a dance with time itself. The duration of the journey hinges on several factors, especially the route you choose to take. ... Join an Atlantic 49 expedition yacht for an unforgettable, 48 day & 4500 NM, sailing trip from Cape Town to St. Helena. One Way or Return trips available.
Eastbound Transatlantic Crossing, 7 nights, Oct 25, 2024. As the iconic sight of New York's famous skyline fades into the distance, to be replaced by the horizon, treasure the opportunity to slow down, switch off, and unapologetically unwind on board your ship. From. $779.29. per person. View voyage. Big Balcony Event.
For reservations, contact The Ritz-Carlton Yacht Collection at (833) 999-7292 or your travel professional. Cross continents from the comfort of your well-appointed suite aboard The Ritz-Carlton Yacht Collection's transatlantic cruises and crossing voyages. Luxury repositioning cruises for the world traveler await.
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 ...
On April 23, Moscow Shipbuilding & Repair Yard launched the transatlantic mega-yacht of Project ТМ 47. According to the shipyard's press center, it is the second yacht of the project built by Moscow Shipyard to the design of the largest Dutch bureau Vripack Yachting International. It is noted that it is the largest private yacht built in ...
Welcome to Atlantic Yacht & Ship, Inc. We remain an integral leader in the yacht and ship brokerage industry, serving the yachting community since 1959. Atlantic Yacht & Ship, in Fort Lauderdale, Florida is located in the heart of the "Yachting Capital of the World". Whether buying or selling a quality motor yacht, center console, or having ...
A transatlantic flight is the flight of an aircraft across the Atlantic Ocean from Europe, Africa, South Asia, or the Middle East to North America, Latin America, or vice versa.Such flights have been made by fixed-wing aircraft, airships, balloons and other aircraft.. Early aircraft engines did not have the reliability nor the power to lift the required fuel to make a transatlantic flight.
Jet Age. June 28th, 1939 was a big day, not just for Pan American, but for commercial aviation. After years of on-again, off-again negotiations, public prognostication, and the long-promised prospect of a new epoch for global travel, the first flight with paying passengers took off to cross the Atlantic. The big new Boeing B-314, NC 18605 Dixie ...