j 15 sailboat

JY15 Class Association

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One-Design Class Type: Dinghy

Was this boat built to be sailed by youth or adults? Both

Approximately how many class members do you have? 75

Photo Credit:Randy Burke

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About JY15 Class Association

The JY15 is a great two person sloop rigged dinghy. Easy to rig, easy to handle, comfortable. Great for a lazy sail or some competitive racing. Designed by Rod Johnstone

Boats Produced: Around 3000

Class boat builder(s):

WindRiderInternational

Approximately how many boats are in the USA/North America? 3000

Where is your One-Design class typically sailed in the USA? List regions of the country:

Greatest concentration in Northeast. Also sailed in the Great Lakes area, Texas and California

Does this class have a spinnaker or gennaker? No

How many people sail as a crew including the helm?  2-4

Ideal combined weight of range of crew:  300

Boat Designed in  Approximately 1989

Length (feet/inches): 15’

Weight of rigged boat without sails: 285

Draft: 3’ centerboard

Mast Height: 22’

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• Sailboat Guide

JY 15 is a 14 ′ 11 ″ / 4.6 m monohull sailboat designed by Rod Johnstone and built by Nickels Boat Works, Inc. and Hunter Marine starting in 1989.

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)

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JY15 Sailboat

JY understands the weekend warrior in you. You don’t have the time to tinker with a boat…or train 7 days a week. You want to launch your boat and go be a contender. With the JY15, the boat you buy is the boat you race. And because the JY15 is so fun and easy to sail, finding crew is a breeze.

Look around you right now…your crew could be your husband, wife, girlfriend, boyfriend, children or grandchildren. And boy, will they love our crew friendly curves with gunwales designed for comfortable hiking.

With over 80 active fleets and more than 2000 JY15s nationwide, you’ll never have a problem finding someone to play with.

• Self bailing, ergo dynamic cockpit
• Kick up rudder and centerboard for easy beaching
• An extremely stable 275 lb. hull that allows for a greater range of crew weight
• Flared sides provide a comfortable hiking edge
• One Design specifications ensure that every boat is the same
• A planing hull that you’ll never outgrow

The JY15 sailboat is sold "ready to sail" but add-ons are available such as a trailer or dolly.

Dimensions:

• Length: 15'
• Beam: 5' 10"
• Main: 100 sq. ft.
• Jib: 35 sq. ft.
• Mast Height: 22′

Optional Add-ons:

• Trailer: $1695
• Dolly: $511

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First sail on the JY15

• Thread starter bmwbob
• Start date Aug 14, 2005
• Hunter Owner Forums
• Day Sailers

What about a 170 ? The 146 was the first Hunter I have ever seen and she really caught my attention with the open transon and sleek lines but when I learned that the 146 had a BIG BROTHER, 170, WOW ! that did it for me, I have really enjoyed owning my first sail boat and there isnt a day that goes by that I don't think about sailing and how soon I can get her back in the water. I try to sail every other weekend, the off weekends are for the home details that get in the way of me sailing !I can't retire soon enough, imagine going sailing when ever you want !Glenn  

146 vs 170 etc. Glenn,If you extend your logic, the 170 has a "big brother"also; the 216, which I've already owned.Very simply, I do not need the cockpit space and extra bulk of the 170 for just myself and my wife.So, if we can't make friends with our little hotrod JY15, I'll be trading her in on a 146.Bob  

learned on a jy15 I learned how to sail on JY15's through a local sailing club. You are right it is a very lively and responsive boat but not very comfortable and capsizes fairly easily (but is also very easy to right). I now own a 170 which I leave at a lake about 5 hours away, so often continue to go to the local club to sail the JY's to get my sailing fix when I can't get to my boat. The high freeboard, bench seats (get cushions) and the low profile centerboard trunk certainly make the 146 a more comfortable boat for daysailng. I have only sailed a 146 once, but enjoyed it. Good luck with your choice.  

Lamar Sumerlin

Hunter H146 - Reported surface cracks Hi Bob,Over the past few months, there have been reports of surface cracks on some of the earlier model Hunter day sailers with ACP construction and, while I can't be positive, I think the H146 was mentioned. Please be aware that I have not investigated this any further than just reading about it but just wanted to know in case you had missed it while you have been away from the forum. Lamar  

146 surface cracks Lamar,Thanks for the "heads up"!Back when I had the 216 and frequented these forums, I recall folks with the H170 mentioning some cracks developing around the centerboard trunk.I don't recall hearing anything about the 146, however.I had considered the lack of the fiberglass "spider-webbing" to be one of the strengths of this composite construction.I'd be sad to learn that there is a degenerative sort of malady for the plastic boats.No one has come forward as yet with a 146 to trade for the JY15. Of course, other than mentioning the possibility here, I've made no other effort to advertise my desiresShift gears: The reason for moving away from the larger boats is that the marina where we once kept the 216 rigged on the trailer is going condo. This is happening all over Florida.Access to the waterfront is rapidly becoming the realm of the "privileged class", and those who can exist under staggering debt loads.I have no where other than my side/front yard at the house where a larger boat can reside, and my wife still sticks out her lower lip when she looks at the steam-iron shaped patch of dead grass where the Potter was sitting.So, until something else develops in the area, I'm restricted to boats that can slip into the back yard behind the fence, out of sight.BTW, the thing I miss most about the 216 is it's ability to launch in VERY shallow water. Being able to leave the rudder completely out and just drive the boat out of the harbor under power made launch/retreival quite easy.The boat ramp at the marina/condo has been trashed by stinkpot operators "power loading" their boats, which has created a tall berm on the bottom just a few feet beyond the end of the concrete rampA guy who has a J22 and a Corsair 24 at the marina has the J22 up for sale because he can't get it in the water any more.The Sailtime time-share program on Hunter 33's and 36's has just come into our immediate area.It looked like a GREAT deal at first, until you realize that as a working couple, we would only have access to the boat about twice a month for half-day sessions during the weekends when we wanted to sail. We can rent a Hunter 27 locally for $200 or so for a full day when we want to, so there is no need for the $2500 up-front fee the Sailtime program demands.The program is good for retired people, or those whose work schedules are more flexible than that of a school teacher and a NASA-contractor radio tech!So, living within the limitations of a cruel reality, like everyone else, we sail what we can, when we can.Bob  

Sad news It is sad to hear of yet another sailor being forced to make adjustments for power boats and the few who can afford a home on the water. More and more launches are catering to power boats, leaving us sailors fewer and fewer places to do what we enjoy so much. We too stepped down to a small boat because of slip costs, etc. and now find launching sites hard to come by unless one has a motor to get out of a channel or past an useless breaker wall. Let's all hope the high gas prices park the power boats for a good long time. I know there are a lot of them for sale where we live. I wish you all steady winds and blue skys.  

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Sail1Design

JY-15 Sailboat

Three forgotten one-design dinghy ghosts.

May 4, 2020 by Sail1Design Editor 1 Comment

Written by Mary Knauth

We are all familiar with the drill of the very dawn of sailing for young children.  Parents eager to either make their kids fall in love with the sport – just as they did – or rather join the Green Fleet at their yacht club because “it’s the thing to do” when you’re a member. The little six-year old’s stand around awkwardly, some shy and intimidated and some overly eager and keen to show off their existing knowledge because they know the bow from the stern. They crowd in the instruction room with their PFD’s cinching up against their chins, sitting in front of the white board.  Here, we will explore three one-class designs through a nostalgic journey of my later childhood growing up in Connecticut.

A nine foot chunky beast of a boat, with a mere 45 square foot sail area, and held together with green weathered brass cotter pins, this simple and easy dinghy is virtually indestructible.  Each dinghy of the fleet is “adopted” by local yacht clubs or families; an annual endowment is donated to the Seaport for the upkeep and maintenance of the fleet.  While monetary donations support the financial wing, it’s also very special for families who adopt a Dyer in memory of deceased loved ones. In essence, the fleet symbolizes a certain spirituality; #51 was adopted in 2010 and named Lissie, in my memory of my mother.  For decades, our local sail loft, Farrar Sails – run by Kevin Farrar since 1986 – has been sewing the sails for the Seaport fleet and is still the sailmaker for the fleet today.  During the summers, the Dyer Dhow fleet can be seen on the Mystic River. The colorful sails dot the river in the mornings and afternoons with sailors attending the Joseph Conrad summer sailing camp.  Every October, the Mystic Seaport holds their annual Dyer Dow Derby: a super fun, semi competitive, regatta to celebrate the Dyer Dhow fleet and tradition because in New England, we are ALL about tradition! For more information, visit the Mystic Seaport Dyer Dhow Fleet Page .

Highlight of the week was always the Friday Inner Tube Triangle: an upwind triangle, and each of the marks was an inner tube, and each inner tube had either an instructor or sailor manning it.  Not only was this super fun for the kids but also for the instructors, and it definitely helped with evening out the summer’s farmer tan! For more information, see the JY15 Class Association website .

One late summer day after sailing practice, I came home to find my family having a Saturday afternoon barbecue, and standing in the yard was Yankee. It was the most beautiful gift a young 16 old girl could ask for.  I sailed it with my mother on the Mystic River, along the shore beside Mystic Seaport. She was striking and robust, a salt of her traditional past.  It must be mentioned that Mystic is not a place where high performance, new hardware, and racing sails are appreciated; granted we still have Wednesday night regattas and die-hard foredeck sailors. In this area of the country, particularly Mystic,  history and tradition of wooden boats are preached about and honored; the authentic art and technical skill that goes into designing them, building them, and maintaining them. We call it the “labor of love”.  It’s challenging sailing an old wooden boat with brass hardware and blown out sails with no battens. Luxury items like aluminum vang packs won’t be found on those older rigs.  But the rough saltiness from sailing these unique, traditional dinghys absolutely extends a certain skill for feeling the boat and how she reacts, feeling puffs and lulls before they hit, they require tenderness, respect, and love. In the 1960’s, the class association voted to allow fiberglass construction, providing a lightweight hull which is highly responsive and excels almost effortlessly in light air. They are still heavily raced today. For more information please visit the Blue Jay Class Association website .

For more information:

Since 1949, Mystic Seaport Museum has run the Joseph Conrad Summer Camp, ages 8 – 15 learn to sail in Dyer Dows during a week long overnight camp.  Campers sleep on the historic square rigged Joseph Conrad, while sailing and living in the 18th century village of the Seaport.  The Seaport is also home to the famous school ship Brilliant, a 62 foot wooden schooner designed by Sparkman & Stephens in 1932, it is the oldest sail education program in the country.  https://www.mysticseaport.org/learn/sailing/

Farrar Sails is headed by Kevin Farrar who has a steeped footprint in one class design sailing.  Kevin started making sails since 1971.  Among many trophies, Kevin – along with crew – won the 2007 IOD Worlds in Nantucket.  The loft uses an advanced CAD sail design process and autoCAD to design custom sails. The loft makes sails for several one class fleets, including 420’s.  http://www.farrarsails.com

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J Class: the enduring appeal of the world’s most majestic yachts

• October 9, 2023

Only ten J Class yachts were built before the Second World War stopped the movement in its tracks, but in the last 20 years these magnificent sloops have made an incredible comeback. Why has the J Class remained irresistable? David Glenn explains.

One of the most awe-inspiring sights in modern yachting is the Spirit of Tradition fleet blasting off the start line at the Antigua Classic Yacht Regatta. It happens every year at the end of April. Chances are it will include at least two J Class yachts, hitting the line on the gun at full tilt, exploding through the cobalt blue Caribbean rollers at anything up to 12 knots as they charge upwind.

Watching Velsheda , Ranger , Shamrock V and Endeavour will bring a lump to your throat, such is the emotion generated by these beautifully proportioned 130ft racing machines with their carbon rigs driving 170 tonnes of steel, aluminium and teak towards the weather mark. It’s heady stuff.

Watching them is one thing; racing quite another matter. In 1999 I was aboard the rebuilt Velsheda , taking part in the Antigua Classic Regatta. I had a single task as part of a four-man team – to tend the forward starboard runner. Nothing else. “Let that go once we’ve tacked and the whole rig comes down,” warned skipper Simon Bolt, as another wall of water thundered down the leeward deck and tried to rip me from the winch.

Dressed in authentic off-white, one-piece cotton boiler-suits, which had to be worn with a stout belt “so there’s something to grab if you go overboard”, they were tough, adrenaline-filled days out. God knows what it was like up forward as massive spinnakers were peeled and headsails weighing a quarter of a tonne were wrestled to the  needle-sharp foredeck as the bow buried itself into the back of yet another wave. Sometimes you daren’t look.

But with the race won or lost, back on the dock the feeling of elation, fuelled by being part of the 36-strong crew aboard one of these extraordinary yachts, triggered a high like no other. You knew you were playing a role, no matter how small, in a legendary story that began in 1930, was halted by World War II and then defied the pundits by opening another chapter 20 years ago. Today with five Js in commission, all in racing trim, and at least two more new examples about to be launched, the J Class phenomenon is back.

Why is the J Class so popular?

Why does a yacht with an arguably unexciting performance – they go upwind at 12 knots and downwind at 12 knots – costing £20 million to build and demanding eye-watering running costs, seem to be burgeoning during the worst recession since the class was born?

There is no single answer, but you only have to look back to the 1930s and the characters that owned and raced the Js on both sides of the Atlantic, sometimes for the America’s Cup , to understand why the class occupies a special place in yachting history. Underlying everything is the look of the J Class. It seems to transcend any change in yachting vogue, displaying a timeless line with outrageous overhangs and a proportion of hull to rig that is hard to better.

They possess true elegance. There is no doubt that captains of industry who want to flex their sporting muscle have been drawn to a class which only the very rich can afford and there are distinct parallels between J owners in the 1930s and those of the past 20 years. The difference is that in the 1930s owners liked to shout about their achievements and hogged the pages of national newspapers. Today, they are as quiet as mice.

Origins of the J Class

The J Class emerged in 1930 and marked a quantum leap in yachting technology, but comprised a hotchpotch of design altered over many years.

The J Class – so named because it was the letter allocated to its particular size by the Universal Rule to which the yachts were built (K and M Class yachts were, for example, shorter on the waterline) – emerged in 1930 and marked a quantum leap in yachting technology.

The so-called Big Class, which flourished in the UK in the 1920s, was impressive, but comprised a hotchpotch of design altered over many years. Yachts like King George V’s Britannia , built in 1893 as a gaff-rigged cutter but converted in the 1920s to Bermudan rig to rate as a J, Candida , Cambria , White Heather and schooners like Westward were even larger and more expensive to run. But as the greater efficiency of the Marconi or Bermudan rig became apparent their days were numbered.

One catalyst for the J Class itself was legendary grocer Sir Thomas Lipton’s final crack at challenging for the America’s Cup in 1931. He did so under the Universal Rule with the composite, wooden-planked, Charles E. Nicholson-design Shamrock V .

It was the 14th challenge since 1851 and the Americans, despite the withering effects of the Great Depression, reacted in dramatic fashion, organising their defence with four syndicates, each bulging with millionaires, putting forward separate Js: Enterprise , Whirlwind , Weetamoe and Yankee , which apart from Enterprise had already been launched.

Key to the American effort was the remarkable Harold Vanderbilt of the New York Yacht Club, who had inherited fabulous wealth from the family’s railroad companies, making him one of the country’s richest men.

Brought up on the family’s Idle Hour estate on Long Island Sound, he was a keen and accomplished sailor, and he used American technology and teamwork to build a far superior J in Enterprise. The defence completely overwhelmed Lipton’s effort. The British press castigated Lipton’s lack of preparedness and old-fashioned attitude. Vanderbilt, who among other things is credited with inventing contract bridge, left no stone unturned. “Mr. Harold Vanderbilt does not exactly go boat-sailing because summer is the closed season for fox-hunting,” stated an acerbic critic in the British yachting press.

Later when Shamrock was owned by aircraft builder Sir Richard Fairey and was being used to train crew for another Cup challenge, Beecher Moore, a skilful dinghy sailor who was draughted aboard the J to try to sort her out, reported in Yachts and Yachting many years later: “We found that when we got on board it was very much like a well-run country house, in that the gentleman does not go into the kitchen and on a well-run J Class the owner does not go forward of the mast.”

J Class tactics: Britain vs USA

A look at the huge gap between the British and American J Class tactics and designs in the early years of the America’s Cup.

In the early days there was a yawning gap between the way the Americans and British approached the Cup and, for that matter, how they ran a yacht. Revolutionary metal masts, Park Avenue booms to improve sail shape (the British copied this American design with their ‘North Circular’ version), bronze hulls that needed no painting, superior sails, and campaigns that cost £100,000 even in those days, blew away the Brits. Lipton had spent just £30,000 to build and equip Shamrock .

In the second Cup challenge in Js, in 1934, Sir T. O. M. Sopwith’s first Endeavour , also designed by Nicholson and equipped with wind instruments designed by her aircraft industrialist owner, nearly won the Cup, snatching defeat from the jaws of victory after leading the series 0-2. Sopwith was also up against Vanderbilt, who this time sailed Rainbow , which many considered to be the slower boat. But the British campaign was hobbled by a pay dispute – Endeavour ’s crew got £5 a week but they wanted a raise for ‘going foreign’ – and the campaign approach was again brought into question when the first thing to be stripped off the yacht when they won a dispute over reducing weight was the bath!

Back in Britain, the 1935 season proved to be the zenith of J Class and Big Class racing, although by the end of it the Js were under the cosh for their tendency to lose masts. Five went over the side that year and Endeavour II , launched with en eye on the next Cup challenge, lost hers twice.

There was added spice in the competition off the shores of the UK with the arrival of the American J Yankee , now owned by millionaire and Listerine businessman Gerard Lambert, who enjoyed sparring with the Brits. But even Yankee lost her mast and the press rounded on the class for being dangerous and wasteful! That wasn’t enough to stop Sopwith, whose tail had been extracted from between his legs following the last defeat in Newport: Endeavour II was towed across the Atlantic in a veritable armada that included  the first Endeavour. The British yachts found themselves up against the most advanced sailing machine the world had ever seen – Ranger , dubbed ‘the Super J’.

Vanderbilt was the man to beat again. Not only had he bankrolled the entire defence as American business remained beset by a struggling economy, but he used highly scientific means to perfect design. The brilliant naval architect Starling Burgess, who had designed for Vanderbilt throughout the 1930s, was now aided by the equally brilliant but considerably more youthful Olin Stephens. Between them they finally selected ‘model 77-C’ from six tank tested.

The yacht was considered ugly by some and not a natural to look at, but Vanderbilt’s team trusted the science (still the difference between the Americans and the Brits) and Ranger with her bluff or barrel bow and ‘low slung’ counter was the result. She proved to be dynamite on the race course and Endeavour II didn’t stand a chance. She was beaten in five straight races by large margins. The Americans and Vanderbilt had done it again. War then brought an end to an extraordinary era in yachting.

Only ten J Class yachts were built to the Universal rule and not a single American yacht survived. Most were scrapped for the war effort. In any case, the American way was to discard the machine once it has served its purpose. In Britain they faired a little better, and some Js were mud-berthed on the East and South Coasts. Two survived in the UK: Velsheda , originally built by the businessman who ran Woolworths in the UK (W. L. Stevenson named her after his daughters Velma, Sheila and Daphne), but which never challenged for the America’s Cup; and Endeavour , saved by becoming a houseboat on the Hamble. Shamrock ended up in Italy and survived the war hidden in a hay barn.

J Class resurgence

Seemingly resigned to the history books, the J Class made a triumphant return in the 1980s.

In his seminal book about the J Class, Enterprise to Endeavour, yachting historian Ian Dear predicted in the first edition in 1977 that the likes of the Js would never be seen again. By the time the fourth edition was published in 1999 he was quite happily eating his words!

The American Elizabeth Meyer was, without doubt, instrumental in bringing the class back to life when in the 1980s she extracted what was left of Endeavour from a  amble mud-berth, began rebuilding her in Calshot, and then moved her to Royal Huisman in Holland, who completed the restoration superbly. With the transom of the original Ranger mounted on a bulkhead in her saloon, Endeavour is still regarded as one of the best-looking and potentially fastest Js.

She was owned briefly by Dennis Kozlowski, the disgraced tycoon who ran Tyco, who famously said: “No one really owns Endeavour, she’s part of yachting history. I’m delighted to be the current caretaker.” Unfortunately he ended up in prison and the State of New York became Endeavour’s ‘caretaker’ before they sold her to her current owner, who has kept the yacht in the Pacific. She’s currently being refitted in New Zealand.

Ronald de Waal is a Dutchman who until recently was chairman of the Saks Group in the USA and has made a fortune in clothing. He has dedicated a lot of time to improving Velsheda over the years since he had her rebuilt by Southampton Yacht Services to a reconfigured design by Dutch naval architect Gerry Dykstra. Ronald de Waal steers the yacht himself to great effect and has had some legendary tussles with Ranger, the new Super J built in Denmark for American realestate magnate John Williams.

The rivalry between the two is fierce and even led to a collision between the yachts in Antigua last year. But Velsheda would have been lost had it not been for British scrap-metal merchant Terry Brabant who saved her from a muddy grave on  the Hamble and famously sold his Rolls-Royce to cast a new lead keel for the yacht. With very little modern equipment he sailed her hard in the Solent, chartering her and crossing the Atlantic for a Caribbean season, all without an engine! Without Brabant’s initiative Ronald de Waal wouldn’t have what he has today.

Shamrock V is owned by a Brazilian telecommunications businessman Marcos de Moraes who had the yacht rebuilt at Pendennis Shipyard in Falmouth in 2001. He tends to keep away from the race course but with a number of events being planned in the run-up to the 2012 London Olympics he might be tempted back. The latest new J to launch, Hanuman, a modern interpretation of Endeavour II, has recently entered the racing fray. She was commissioned by serial yacht owner Jim Clark (Hyperion and Athena), the American who brought us Netscape and Silicon Graphics, and who remains a colossus in Silicon Valley.

Hanuman, named after a Hindu deity, built by Royal Huisman and designed by Gerry Dykstra, has had no expense spared when it comes to rig and sail wardrobe. Last year she beat Ranger in the Newport Bucket but in March this year she lost out 2-1 to the same boat at the St Barths Bucket. They were due to meet again with Velsheda at the Antigua Classic Yacht Regatta in April. Another Dutchman, property developer Chris Gongriep, who has owned a number of yachts including Sapphire and Windrose of Amsterdam, has given the go-ahead for a new  version of Rainbow, which is well advanced in Holland at Freddie Bloesma’s aluminium hull fabrication yard. The yacht, reconfigured by Gerry Dykstra, will be in the water in 2011 with a full-on race programme.

About to be launched is Lionheart, the biggest J so far, redesigned by Andre Hoek and built in Holland by Claasen Jachtbouw, after an extensive research programme.  Unfortunately, her owner’s business commitments mean that he won’t be able to enjoy the fruits of this project – she’s for sale with Yachting Partners International and Hoek Brokerage. What an opportunity to join a class with such a remarkable history and one which looks destined to run and run!

First published on SuperYachtWorld.com on Aug 4, 2010