tara sailing yacht

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TARA Yacht for Sale

75' ocean voyager | 2021 | $950,000.

• Yachts for sale
• ocean voyager

Last updated Jun 12, 2024

Tara Yacht | 75' Ocean Voyager 2021

Best Buy for an efficient 2021 

Oceanvoyager.net  twin-engine trawler

Price reduced 200k within the last month!!

Sale due to special circumstance

Unbeatable value

Smaller trades sail or power considered

2021 Ocean Voyager Long Range TARA is a rock-solid expedition yacht, easily managed by two crew, and built for an experienced cruising couple using the following mandates:

· Built for tough conditions

· Self reliant

· High efficiency in all functions

· Low fuel consumption at practical offshore cruising conditions

· Very low maintenance do to durable material choice and system access

· Very well insulated for hot and cold conditions

· Very large area for solar charging system (1600 watts)

· Well insulated engine room for sound reduction

· Practical redundancy with twin engines and electrical systems

· Shallow draft allowing more navigation and anchoring possibilities

· Low windage as practical for less drift and more stability

· Easily maneuvered in marinas, spin in it’s own length

· Inside and outside helm

· Oversize anchor gear

· Comfortable interior for long term living

· Large open back deck for minimum 12’ tender

· Spacious outside seating area doe living and dining

· Easy aft water access

The naval architecture was done by Ulf Rogeberg, and incorporates an extremely efficient sailboat hull form for cruising under power. With twin 150hp diesels that provide a 9 knot cruising speed burning an astonishing 3.5 gallons per hour. (using only about 160hp of the 300 total horsepower available) At eight knots, TARA can cruise non-stop from the Caribbean to New England. In the transition to ecologically conscious yachting, TARA is leading the pack.

The hull and deck are resin infused foam-cored fiberglass, molded by a prestigious New England shipyard, one of the finest composite shipyards in the US. All exterior and interior design and completion was done by Ocean Voyager. TARA’s superstructure is a custom welded aluminum that has been left natural. While there is no such thing as a maintenance-free vessel, TARA is very close to that ideal.

For a short-handed crew or cruising couple, it is worth noting that TARA easily spins in her own length with a powerful thruster and the rudders sited well aft of the center of effort. Comportment around marina docks is far better than most 70+ foot yachts.

TARA’s interior is bright and open, finished off in Herreshoff style with mahogany trim and white panels, Sisal carpets, large windows and white headliners. Headroom is generous throughout. Her exterior offers a very large covered seating /dining area, a 12’ Ternder storage with crane, comfortable water access, and both very spacious lazatette and forcastle

For more information on the builder of Tara, please click here www.oceanvoyager.net 

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by Northrop & Johnson Yachts-Ships LLC (RI).

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

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Tara HIGHLIGHTS

• Yacht Details: 75' Ocean Voyager 2021
• Location: Fort Lauderdale, FL
• Engines: VOLVO
• Last Updated: Jun 12, 2024
• Asking Price: $950,000
• Maximum Speed: 12.5 kn
• Max Draft: 5' 6''

Tara additional information

• Cruising Speed: 9.5 kn
• Beam: 18' 6''
• Hull Material: Fiberglass
• Fuel Tank: 1 x 640|gallon
• Fresh Water: 1 x 560|gallon
• Holding: 1 x 40|gallon

Name: TARA Type: Expedition Builder: Ocean Voyager Year: 2021 Hull No: Custom LOA: 22.86 M/75’00” LOD: 21.34 M/70’00” Beam: 5.65 M/18’06” Draft: 1.67 M/ 5’06” Gross Tonnage: 57GT Displacement (Fully Loaded): 34 tons/30,800 kg Hull Material: Vinylester resin Divicell Foam core Hull Configuration: Displacement Superstructure: Aluminum Alloy Decks: Vinylester resin Divicell Foam core Flag: Antigua and Barbuda Naval Architect: Ulf Rogeberg Exterior Designer: Ocean Voyager Interior Designer: Ocean Voyager Main Engines: 2 x Volvo D3-150 hp (112kW) EPA tier II engines Max Speed: 12.5 kts Cruising Speed: 9.5 kts Range: 1,400 nm Guest Accommodations: 8 Guests in 4 Staterooms Crew Accommodations: 2 Crew in 1 Cabin

Interior finished in Antique White composite, with Dark African mahogany joinery, composite panel ceilings and vinyl sisal carpets. Interior is roomy, light and spacious with high ceilings. Although fully air conditioned, natural ventilation may be preferred with appropriately located hatched and portlights.

ARRANGEMENT:

• Large, full beam aft master stateroom with king size berth, Theford electric toilet, en suite head, desk, closets and storage, opening hatch, two opening portlights with two hull windows. Closets and drawers for storage.
• Two additional staterooms with upper and lower bunks (starboard and port location) with shared heads. Closets and drawers for storage.
• Queen berth cabin to port with en-suite head, and shower. One double berth cabin to starboard, with upper bunk, en-suite head and shower.
• All shower and sinks hardware high polished Italian hardware.
• All heads have multiple storage, cabinets and mirrors.
• 3 black water tanks (40 gallons each) with Whale discharge pumps for pump out.
• All staterooms 6’7 (2 m) Galley 10’ (3 m ) salon 7’ (2.2 m)

Galley (Mid-Ship):

• Large stainless galley on the starboard side with a 6 to 8 person dinette opposite.
• Double stainless steel sink with carbon filter drinking water faucet
• Dickinson stainless steel LPG stove with oven and broiler, 3 burners
• Sea frost 24vdc refrigerator with custom stainless box and plastic shelves
• Sea frost 24vdc freezer with custom stainless box and custom cutting board top.
• Microwave Panasonic

Dinette (Mid-Ship):

• Opposite of the galley on the Port side is a U-shaped dinette with a table (aluminum and mahogany) and seating upto 8
• TV 55’ Samsung

Pilothouse:

• Raised salon with an “L” shaped settee to port, and the lower inside helm station to starboard. Seating up to 6, with aluminum/mahogany coffee table
• Pilothouse Helm control station with Plotter, VHF, joy stick controls, Volvo engine controls, and Stabilizer controls
• On Port 30 gallon 240 VAC stainless hot water heaters
• Starboard Norsap adjustable helm chair
• Splendid washer/dryer
• 3 x diving tanks
• Very large lazarette that houses the Steering gear, Steering pump, watermaker, crane hydraulics, and multiplestorage areas
• California Air (hookah compressor) with hookah hoses and mouth piece

Forecastle:

• Very Large Focastle houses spare anchor, 8 (covered) bumpers, mooring lines.
• Thruster batteries, windlass batteries and charger

Deck Seating Area:

• Outside seating for 12, with Folding dining table for 6/8, sunbrella, closed cell foam cockpit cushions
• This is protected from the sun by a 12’ (3.65m) x 12’ (3.65m) hard, aluminum framed awning, which supports the (5) 320 Watts solar panels

TARA’S naval architecture was done by Ulf Rogeberg who is noted as the original Deerfoot designer; he pioneered the use of a canoe-body shape as the most easily driven hull form. His sailing yacht designs carried relatively short, easily managed rigs yet outperformed larger yachts that required much more sail handling. TARA brings that concept into cruising under power with two relatively small (150 HP) diesels that provide a 9.5 knot cruising speed burning an astonishing 3.5 gph. At 8.0 knots, TARA can cruise non-stop from the Caribbean to Maine. In the transition to ecologically conscious yachting, TARA is leading the pack.

• Hull and deck; Vinylester resin Divicell Foam core, 1 14” deck and 1 7/8”hull
• Carbon stringers 6” X 2”
• Resin infused (scrimp system) hull and deck
• PPG epoxy and linear polyurethane paint system
• Aluminum pilothouse, 1/4” plating and framing, spray foam polyurathane insulation
• Aluminum fuel tanks ¼ inches plate
• 4 3/8” polyethylene water tanks
• Vessel was heavily constructed and insulated for Northern latitude cruising
• Tonnage : 57 GT
• Net Tons : 51 T
• Displacement tons: 34 tons/30,800 kg
• Fuel Capacity (2 x aluminum 1/4” tanks):2,422 L / 640 USG
• Fresh Water Capacity (4 x heavy 3/8” polyethylene tanks): 2,220 L/560 USG
• Water Maker: 1 x 1,500 L/p/D / 400 USG/p/D
• Black Water: 3 x 150 L/p/D / 40 USG/p/D
• Speed / Consumption p/h / Range / RPM
• Maximum: 12.5 kts / 5USG/p/H / 1,200 nm / 3,000
• Cruising: 9.5 kts / 3.5 USG/p/H / 1,400 nm / 2,300
• Economical: 8 kts / 2.5 USG/p/H / 2,000 nm / 1,700
• Main Engines:2 x Volvo D3-150 hp (112kw) EPA tier II engines
• Engine Hours: 100 
• Engine Controls: Volvo
• Generator: 16kW Northern Lights (mechanical)
• Generator Hours: 125 (October 2021)
• Stabilization: Active hydraulic stabilization: Kobelt actuators with 7.5 sqft fins, powered by generator mounted 10ga/minute hydraulic pump with 24 VDC Ogura clutch, an 8 gallon reserve oil tank with filter and sight gauge
• Thruster: 10” Side-power 24 VDC with 2 x 240amp/hr dedicated AGM batteries for thruster and windlass, charged by 30amp/120vac Simplex dedicated charger
• Propellers: blade Michigan DQ propellers on 1/34” Aquamat shafts
• Steering: and manual steering: Kobelt 24 VDC HPU200 with 24 VDC autopilot solenoid for power steering and upper helm Kobelt 7005 manual steering pump with a 3 gallon reserve oil tank with filter and sight gauge, plus a Lewmar steering wheel
• Filtration: Dual Racor for each engine with/crossover
• Rudders: 3” solid rudder shafts with Kobelt tiller arms and steering ram and tie-bar (shafting above rudder bearing machined to 2”) double lip shaft seals and heavy upper thrust roller bearing. Heavy welded steel plate rudders
• Oil Pumps: Reverso oil change pump 24 VDC
• Controls: Dual control station w/ wheel at upper station and Kobelt joy stick steering at upper and lower station
• Water Pumps: Dual 24 VDC fresh water pumps with pressure tank
• Fire Suppression System: 380 cu/ft Seafire Novec automatic/manual fire suppression system for engine room
• Output/Electricity: 120/240 1 phase 60hz system
• Panels: Custom dedicated electrical distribution panels w/ fiber optic lighting, isolated 110v inverter distribution panel
• Monitoring System: Mastervolt distribution and monitoring system
• Solar System: 2000 watt system with circuit protected joiner box, consisting of 5 x 320 watt panels on the sun awning, and 1 additional 320 watt panel on the foredeck. Capable of 75 amps at 24 vdc at peak power. Basically will run all domestic functions except hot water and HVAC in most weather conditions
• Solar Controller: Outback 80 amp solar controller
• Chargers:2 x inverter chargers: dual Magnum 4000watt inverter from 24vdc and 120vac 120amp battery charger
• House Batteries: 8 x 460 amp/hr 6vdc ROLLs L/16 lead acid
• Start Batteries: Dedicated start batteries for each main engine and generator and Anchor windlas/thruster
• Lighting: Interior and exterior is 100 % LED lighting
• Shore Power: 50 amp shore power with 50’ cable
• Air Conditioning: 5 x Dometic reverse cycle marine air conditioners 2/12,000 btu, 2/6,000 btu, 1/10,000 btu with 4 Cal Pump cooling pumps
• Sprectra Watermaker: 400 ga/day Spectra 24vdc watermaker
• Radar: Simrad HALO 64mi radar
• Plotters: 16” Simrad EVO 3 plotter with integrated autopilot, chirp sounder and Halo radar 12” Simrad EVO 3 plotter with integrated autopilot, chirp sounder and Halo radar
• Alarm: Wireless bilge alarm
• EPIRB: ACR global fix EPIRB
• ICOM: Icom m242g GPS
• AIS: Simrad AIS class B
• Display: Kobelt color stabilizer control/display
• Flybridge: 9’ X 9” with a composite console/helm station. 2 person helm seat and awning
• Anchors: 175# Lewmar claw anchor 75# Rocna anchor plus 250 feet of 1 inch nylon rode Stainless bow roller ½ inch plates with dual nylon anchors
• Anchor Chains: 350 feet 7/16 G4 chain
• Anchor Winch: Lewmar 3500 24vdc
• Crane: Nautical Structures HMC 1100 pound capacity with 3 function hydraulics, boom up/down, 350 degree rotation, winch up/down, 120vac, cable remote control
• Lifelines: Dyneema
• Pilot House Windows: Double glazed tempered pilothouse windows (two layers nitrogen fill) 3/8 tempered glass
• Hatches: 6 x stainless steel Pompanette deck hatches with Oceanaire privacy/bug screens
• 1 x Lewmar (aft)
• 1 x large custom fiberglass lazarette hatch
• Chocks: Custom dinghy
• Tanks: Dual large LPG tanks with crossover valve, galley remote solenoid control, and vented LPG storage
• Swim Platform: Aluminum swim-platform with composite deck, swim ladder, and dinghy dock
• Bollards: 4 x large 14” stainless
• Cleats: 4 x 12” stainless cleats
• Rub Rail: Hard poly rub rail w/ stainless half round
• Navigation Lights: LED

Tenders: 12’ Highfield alloy inflatable rib with heavy plastic/ teak style sole, storage locker, double floor, Dyneema lifting harness, 20hp Yamaha outboard

Exclusions include all of Owner's personal effects. A detailed list of inventory and exclusions will be provided upon request.

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Asking $ 950,000

• Yachts for Sale

TARA Yacht for Sale

TARA is a rock-solid expedition yacht, easily managed by two crew without the frills of today’s production vessels. Naval architecture was done by Ulf Rogeberg, noted as the original Deerfoot designer; he pioneered the use of a canoe-body shape as the most easily driven hull form. His sailing yacht designs carried relatively short, easily managed rigs yet outperformed larger yachts that required much more sail handling. TARA brings that concept into cruising under power with two relatively small (150 HP) diesels that provide a 9.5-knot cruising speed burning an astonishing 3.5 gallons per hour. At eight knots, TARA can cruise non-stop from the Caribbean to Maine. In the transition to ecologically conscious yachting, TARA is leading the pack.

TARA’s interior is bright and open, finished off in Herreshoff style with mahogany trim and white panels, Sisal carpets, large windows and white headliners. Headroom is generous throughout.

The hull and deck are foam-cored fiberglass, molded by Lyman-Morse, one of the finest composite shipyards in the US, painted with Awlgrip. TARA’s superstructure is a custom aluminum weldment that has been left natural. While there is no such thing as a maintenance-free vessel, TARA is very close to that ideal.

TARA’S arrangement plan includes five separate cabins. Owner’s quarters are aft and full beam with a centerline queen berth, ensuite head and shower. Forward are port and starboard cabins, each with upper/lower berths. These two cabins share one head compartment, which also serves as the day head. Common space amidship is given over to upper and lower salons. The upper salon is a bright open space with a full helm station, ship’s control panels and a raised dinette. The lower salon has a galley and L-shaped dining and lounge area down four steps. Further forward are two additional cabins, each with an ensuite head and shower.

Aft of the deckhouse is a comfortable cockpit with angled seating protected from the weather. The flybridge with the upper helm station offers excellent sightlines and could be enclosed and climate-controlled.

• Easily driven hull shape with remarkable efficiency: 3.5 gph at 9.5 knots
• Fin stabilization plus keel ensures a stable ride
• Berths for 10
• Low machinery hours: 100 on main engines, 130 on generator
• Zero maintenance exterior
• Great access to the water
• Highly efficient solar array
• One of the most eco-friendly vessels of her size available today

Specifications

Accommodations

Dimensions & Capacity

Construction

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Full Details

Description.

For a short-handed crew or cruising couple, it is worth noting that TARA easily spins in her own length with a powerful thruster and the rudders sited well aft of the center of effort. Comportment around marina docks is far better than most 70+ foot yachts. 

The hull and deck are foam-cored fiberglass, molded by a prestigious New England shipyard, one of the finest composite shipyards in the US, painted with Awlgrip. TARA’s superstructure is a custom aluminum weldment that has been left natural. While there is no such thing as a maintenance-free vessel, TARA is very close to that ideal.

Main Characteristics

Type: Expedition

Builder: Ocean Voyager

Hull No: Custom

LOA: 22.86 M/75’00”

LOD: 21.34 M/70’00”

Beam: 5.65 M/18’06”

Draft: 1.67 M/ 5’06”

Gross Tonnage: 57GT

Displacement (Fully Loaded): 34 tons/30,800 kg

Hull Material: Vinylester resin Divicell Foam core

Hull Configuration: Displacement

Superstructure: Aluminum Alloy

Decks: Vinylester resin Divicell Foam core

Flag: Antigua and Barbuda

Naval Architect: Ulf Rogeberg

Exterior Designer: Ocean Voyager

Interior Designer: Ocean Voyager

Main Engines: 2 x Volvo D3-150 hp (112kW) EPA tier II engines

Max Speed: 12.5 kts

Cruising Speed: 9.5 kts

Range: 1,400 nm

Guest Accommodations: 8 Guests in 4 Staterooms

Crew Accommodations: 2 Crew in 1 Cabin

TARA’S naval architecture was done by Ulf Rogeberg who is noted as the original Deerfoot designer; he pioneered the use of a canoe-body shape as the most easily driven hull form. His sailing yacht designs carried relatively short, easily managed rigs yet outperformed larger yachts that required much more sail handling. TARA brings that concept into cruising under power with two relatively small (150 HP) diesels that provide a 9.5 knot cruising speed burning an astonishing 3.5 gph. At 8.0 knots, TARA can cruise non-stop from the Caribbean to Maine. In the transition to ecologically conscious yachting, TARA is leading the pack.

Accomodations

Interior finished in Antique White composite, with Dark African mahogany joinery, composite panel ceilings and vinyl sisal carpets. Interior is roomy, light and spacious with high ceilings. Although fully air conditioned, natural ventilation may be preferred with appropriately located hatched and portlights.  

ARRANGEMENT: Large, full beam aft master stateroom with king size berth, Theford electric toilet, en suite head, desk, closets and storage, opening hatch, two opening portlights with two hull windows. Closets and drawers for storage.  Two additional staterooms with upper and lower bunks (starboard and port location) with shared heads. Closets and drawers for storage.  

Forward:Queen berth cabin to port with en-suite head, and shower. One double berth cabin to starboard, with upper bunk, en-suite head and shower.All shower and sinks hardware high polished Italian hardware.All heads have multiple storage, cabinets and mirrors.3 black water tanks (40 gallons each) with Whale discharge pumps for pump out.

Headroom: All staterooms 6’7 (2 m) Galley 10’ (3 m ) salon 7’ (2.2 m) 

Galley (Mid-Ship):

• Large stainless galley on the starboard side with a 6 to 8 person dinette opposite.
• Double stainless steel sink with carbon filter drinking water faucet
• Dickinson stainless steel LPG stove with oven and broiler, 3 burners
• Sea frost 24vdc refrigerator with custom stainless box and plastic shelves
• Sea frost 24vdc freezer with custom stainless box and custom cutting board top.
• Microwave Panasonic

Dinette (Mid-Ship):

• Opposite of the galley on the Port side is a U-shaped dinette with a table (aluminum and mahogany) and seating upto 8
• TV 55’ Samsung

Pilothouse:

• Raised salon with an “L” shaped settee to port, and the lower inside helm station to starboard. Seating up to 6, with aluminum/mahogany coffee table
• Pilothouse Helm control station with Plotter, VHF, joy stick controls, Volvo engine controls, and Stabilizer controls
• On Port 30 gallon 240 VAC stainless hot water heaters
• Starboard Norsap adjustable helm chair
• Splendide combo washer/dryer
• 3 x diving tanks
• Very large lazarette that houses the Steering gear, Steering pump, Spectra water maker, crane hydraulics, and multiple storage areas
• California Air (hookah compressor) with hookah hoses and mouth piece

Forecastle:

• Very Large Focastle houses spare anchor, 8 (covered) bumpers, mooring lines.
• Thruster batteries, windlass batteries and charger

Deck Seating Area:

• Outside seating for 12, with Folding dining table for 6/8, sunbrella, closed cell foam cockpit cushions
• This is protected from the sun by a 12’ (3.65m) x 12’ (3.65m) hard, aluminum framed awning, which supports the (5) 320 Watts solar panels
• Hull and deck; Vinylester resin Divicell Foam core, 1 14” deck and 1 7/8”hull
• Carbon stringers 6” X 2”
• Resin infused (scrimp system) hull and deck
• PPG epoxy and linear polyurethane paint system
• Aluminum pilothouse, 1/4” plating and framing, spray foam polyurathane insulation
• Aluminum fuel tanks ¼ inches plate
• 4 3/8” polyethylene water tanks
• Vessel was heavily constructed and insulated for Northern latitude cruising
• Tonnage : 57 GT
• Net Tons : 51 T
• Displacement tons: 34 tons/30,800 kg
• Fuel Capacity (2 x aluminum 1/4” tanks):2,422 L / 640 USG
• Fresh Water Capacity (4 x heavy 3/8” polyethylene tanks): 2,220 L/560 USG
• Water Maker: 1 x 1,500 L/p/D / 400 USG/p/D
• Black Water: 3 x 150 L/p/D / 40 USG/p/D
• Speed / Consumption p/h / Range / RPM
• Maximum: 12.5 kts / 5USG/p/H / 1,200 nm / 3,000
• Cruising: 9.5 kts / 3.5 USG/p/H / 1,400 nm / 2,300
• Economical: 8 kts / 2.5 USG/p/H / 2,000 nm / 1,700

Mechanical Equipment

• Main Engines:2 x Volvo D3-150 hp (112kw) EPA tier II engines
• Engine Hours: 100
• Engine Controls: Volvo
• Generator: 16kW Northern Lights (mechanical)
• Generator Hours: 125 (October 2021)
• Stabilization: Active hydraulic stabilization: Kobelt actuators with 7.5 sqft fins, powered by generator mounted 10ga/minute hydraulic pump with 24 VDC Ogura clutch, an 8 gallon reserve oil tank with filter and sight gauge
• Thruster: 10” Side-power 24 VDC with 2 x 240amp/hr dedicated AGM batteries for thruster and windlass, charged by 30amp/120vac Simplex dedicated charger
• Propellers: blade Michigan DQ propellers on 1/34” Aquamat shafts
• Steering: and manual steering: Kobelt 24 VDC HPU200 with 24 VDC autopilot solenoid for power steering and upper helm Kobelt 7005 manual steering pump with a 3 gallon reserve oil tank with filter and sight gauge, plus a Lewmar steering wheel
• Filtration: Dual Racor for each engine with/crossover
• Rudders: 3” solid rudder shafts with Kobelt tiller arms and steering ram and tie-bar (shafting above rudder bearing machined to 2”) double lip shaft seals and heavy upper thrust roller bearing. Heavy welded steel plate rudders
• Oil Pumps: Reverso oil change pump 24 VDC
• Controls: Dual control station w/ wheel at upper station and Kobelt joy stick steering at upper and lower station
• Water Pumps: Dual 24 VDC fresh water pumps with pressure tank
• Fire Suppression System: 380 cu/ft Seafire Novec automatic/manual fire suppression system for engine room
• Output/Electricity: 120/240 1 phase 60hz system
• Panels: Custom dedicated electrical distribution panels w/ fiber optic lighting, isolated 110v inverter distribution panel
• Monitoring System: Mastervolt distribution and monitoring system
• Solar System: 2000 watt system with circuit protected joiner box, consisting of 5 x 320 watt panels on the sun awning, and 1 additional 320 watt panel on the foredeck. Capable of 75 amps at 24 vdc at peak power. Basically will run all domestic functions except hot water and HVAC in most weather conditions
• Solar Controller: Outback 80 amp solar controller
• Chargers:2 x inverter chargers: dual Magnum 4000watt inverter from 24vdc and 120vac 120amp battery charger
• House Batteries: 8 x 460 amp/hr 6vdc ROLLs L/16 lead acid
• Start Batteries: Dedicated start batteries for each main engine and generator and Anchor windlas/thruster
• Lighting: Interior and exterior is 100 % LED lighting
• Shore Power: 50 amp shore power with 50’ cable
• Air Conditioning: 5 x Dometic reverse cycle marine air conditioners 2/12,000 btu, 2/6,000 btu, 1/10,000 btu with 4 Cal Pump cooling pumps
• Spectra Watermaker: 400 ga/day Spectra 24vdc watermaker

Electronics

• Radar: Simrad HALO 64mi radar
• Plotters: 16” Simrad EVO 3 plotter with integrated autopilot, chirp sounder and Halo radar 12” Simrad EVO 3 plotter with integrated autopilot, chirp sounder and Halo radar
• Alarm: Wireless bilge alarm
• EPIRB: ACR global fix EPIRB
• ICOM: Icom m242g GPS
• AIS: Simrad AIS class B
• Display: Kobelt color stabilizer control/display

Deck Machinery & Equipment

• Flybridge: 9’ X 9” with a composite console/helm station. 2 person helm seat and awning
• Anchors: 175# Lewmar claw anchor 75# Rocna anchor plus 250 feet of 1 inch nylon rode Stainless bow roller ½ inch plates with dual nylon anchors
• Anchor Chains: 350 feet 7/16 G4 chain
• Anchor Winch: Lewmar 3500 24vdc
• Crane: Nautical Structures HMC 1100 pound capacity with 3 function hydraulics, boom up/down, 350 degree rotation, winch up/down, 120vac, cable remote control
• Lifelines: Dyneema
• Pilot House Windows: Double glazed tempered pilothouse windows (two layers nitrogen fill) 3/8 tempered glass
• Hatches: 6 x stainless steel Pompanette deck hatches with Oceanaire privacy/bug screens
• 1 x Lewmar (aft)
• 1 x large custom fiberglass lazarette hatch
• Chocks: Custom dinghy
• Tanks: Dual large LPG tanks with crossover valve, galley remote solenoid control, and vented LPG storage
• Swim Platform: Aluminum swim-platform with composite deck, swim ladder, and dinghy dock
• Bollards: 4 x large 14” stainless
• Cleats: 4 x 12” stainless cleats
• Rub Rail: Hard poly rub rail w/ stainless half round
• Navigation Lights: LED

Tender & Toys

Tenders: 12’ Highfield alloy inflatable rib with heavy plastic/ teak style sole, storage locker, double floor, Dyneema

lifting harness, 20hp Yamaha outboard

Exclusions include all of Owner's personal effects. A detailed list of inventory and exclusions will be provided upon request.

Mechanical Disclaimer

Engine and generator hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters. The broker cannot guarantee the true hours. It is the responsibility of the purchaser and/or his agent to verify engine hours, warranties implied or otherwise and major overhauls as well as all other representations noted on the listing brochure.

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

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The origins of tara: the only schooner of its kind in the world.

The heroine of Tara

After having been imagined by Jean-Louis Etienne and then led by the great sailor Sir Peter Blake, it is under the impulse of the French designer Agnès Troublé, known as agnès b., and her son Étienne Bourgois that the unusual schooner has continued its journey since 2003.

When they decided to take the schooner over, their intention was to extend the work of Sir Peter Blake for the benefit of the protection of the ocean. Tara, designed to navigate in the polar regions, set out for the first time in the ice in 2004 with an expedition to Greenland and then carried out an Arctic drift in 2006.

With the strength of a collective experience made of rich encounters and unchanging friendships, the adventure of the Tara Ocean Foundation began, carried by a passionate and committed team on land and at sea, and mobilized by an incredible desire to serve the science of the Ocean and to share it with as many people as possible.

• 2 Masts on the schooner Tara
• 500,000 km already covered and it’s not finished yet!
• 36 metres long
• – 41°C the lowest temperature to which the schooner was exposed

Characteristics

A floating laboratory

3,50 metres

400 square metres

4.5 centimetres

300 litres/hour

500 nautical milles

Technical log — 2 MB

The expeditions of the schooner

Current expedition

Understanding the impact of human activities on the biodiversity of European coastal ecosystems!

For two consecutive years, the schooner Tara is participating in the study of coastal ecosystems all along the European coast. The sampling of Tara Europa is part of the TREC expedition – Traversing European Coastlines , conceived by EMBL in collaboration with the Tara OceanS consortium, the Tara Ocean Foundation and more than 70 scientific institutions. During this expedition, a parallel study of biodiversity on land, with EMBL’s mobile laboratories, and at sea, with the schooner Tara, is carried out.

Current position

The schooner Tara

Tara Arctic

A high-risk 18-month expedition drifting with the sea ice on the edge of the North Pole to see the effects of climate change.

2006 – 2008

Tara oceans.

An expedition to the heart of the biodiversity of the planktonic world, with the Ocean under the microscope.

2009 – 2013

Microbiomes mission.

Unravel the mysteries of the first actor present in all facets of ocean biodiversity, its fundamental basis: the microbiome.

2020 – 2022

Fighting to protect marine biodiversity from pollution

How can we reduce pollution in the ocean?

Discover our history and our commitments

French designer Agnès B. Photo: P. Plante

Tara Expeditions: On a mission to understand our oceans

Romain Troublé explains how passion is the key driver behind him and Agnès B.’s non‑profit foundation.

French designer Agnès B might be best known for her eponymous fashion brand, which is still going strong four decades in, but she has far more going on besides. As well as heading up all manner of art and film projects, she is also the co-founder of Tara Expeditions , a foundation which organises scientific research voyages on board Tara , a 36 metre sailing yacht. Since launching 15 years ago, her foundation has pulled off 11 successful expeditions across the globe – gathering data everywhere from the Arctic to the Mediterranean.

Today, Agnès, now in her seventies, supports the project from the sidelines, with other backers like the Prince Albert II of Monaco Foundation; funding half of the work that goes on, without spending a lot of time on board. It remains a family affair, though. Along with her son Etienne, her partner in the foundation, there is also Romain Troublé, her nephew who, rather helpfully, is a molecular biologist. “My aunt grew up with a father who was really passionate about the ocean,” he explains. “He communicated this to the whole family – that’s why I’m also passionate today.”

Romain Troublé. Photo: V. Hilaire

The boat is currently sailing around the Pacific as part of a two-year expedition to study coral reefs. Alongside its scientific purpose, there is also a real drive to educate en route. “Everywhere that we stop, we get kids on board,” says Troublé. “We were in Hong Kong last week and next we’ll be stopping in Shanghai.” Once the kids are engaged with the boat and its projects, the team tries to teach them that there are things they can do to help. “What do we do, and what can you do? That is really our message,” says Troublé.

The fact that the ocean plastic problem is now hitting the headlines on a regular basis must help to spread that message? “The plastic problem is the biggest driver for change. It’s very powerful, that’s why all the press are catching on,” agrees Troublé. “But it’s very easy to make a splash about the problem – what we need to do is talk about the solutions and explain to people that it is reversible.”

Tara near Abaigan Island, Kiribati. Photo: Nicolas De La Brosse

Troublé likens the plastic problem to the hole in the ozone layer, discovered back in the 80s. After phasing out the chemicals that were causing the problem, there were gradual improvements. “The plastic issue is one of the very few problems on the planet that could be reversible in a generation or two, as long as we identify the right way forward.” Identifying that roadmap by better understanding ocean health today is a major part of Tara ’s work.

One of Troublé’s most memorable expeditions was to study the ecosystem of plankton to determine how marine life was responding to climate change. Nearly 1000 days were spent at sea, sailing across the Arctic, the Pacific, the Indian Ocean and beyond. “The idea of studying plankton might sound boring, but I can tell you that over the four years of sailing, the energy and excitement of the scientists was steady throughout. They knew they were going to discover millions of new things.”

The scientists are likely not the only people enjoying an adrenalin rush on each expedition. For every trip, the team invites a journalist and an artist to come along for the ride.  “A jury chooses between hundreds of artists for every trip,” explains Troublé. “There is no agenda, they come on board and they do whatever they are inspired to do.” With them, the scientists and the sailors, a tight knit group of 16 makes up every expedition team, along with visiting scientists from each destination.

Scientists on board Tara process water samples to collect plankton. Photo: Noëlie Pansiot

Troublé himself tends to spend up to two months a year on board – and no doubt both crew and scientists find it helpful when he does. Aside from his biology credentials, he is also a prolific sailor, who has competed in the America’s Cup on a number of occasions.  “I spent my life on the ocean for five or six years,” he says, “but you live many lives.” Today, his life is centered the development of the Foundation and his family. Both his son Nemo (named in homage to the Jules Verne story) and daughter Fleur join the expedition at times, and with his father Bruno, the family have another sailing yacht, which they use for holidays together, often heading out to the Greek islands.

Troublé is hopeful that more and more superyacht owners will get behind charitable or scientific causes, either using their boats for research, or simply by putting pressure on the right people. “This ocean playground gives owners a lot of pleasure and quiet time,” he explains, “and they can all do something to help it.” He points to the growing trend for expedition travel as a positive force for change. “People are bored of sailing between Porto Cervo and Monaco – they want to reach more remote places – that goes hand in hand with learning about science and having an awareness of the environment. This is luxury today.”

Find out more at  oceans.taraexpeditions.org

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TARA Societe Francaise De Construction Naval (Sfcn)

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If you have any questions about the TARA information page below please contact us .

A Summary of Sailing Yacht TARA

The sailing yacht TARA is a 36 m 118 (ft) good sized aluminium vessel which was manufactured by Societe Francaise De nstruction Naval (Sfcn) and concieved by Luc Bouvet and Olivier Petit. A well sized converted private yacht TARA is a particularily clevery designed French built yacht which was launched to accolade in 1989. Sleeping 12 passengers and 6 qualified crew, sailing yacht TARA was formerly named Uap-Antarctica; Antarctica; Antarctic Explorer; Seamaster. She is a traditional converted private yacht. The graceful superyacht has been brought about with naval architects Luc Bouvet and Olivier Petit.

The Building & Designing with respect to Luxury Yacht TARA

Luc Bouvet was the naval architect involved in the professional superyacht plans for TARA. Luc Bouvet and Olivier Petit is also associated with the yacht general design work for this boat. Created at Societe Francaise De nstruction Naval (Sfcn) this vessel was fabricated within France. She was officially launched in Villeneuve-La-Garenne in 1989 before being transferred to the owner. The main hull was crafted from aluminium. The sailing yacht superstructure component is fabricated mostly using aluminium. With a width of 9.85 metres / 32.3 feet TARA has spacious room. A deep draught of 3.5m (11.5ft) determines the list of certain harbours she can enter, depending on their specific depth. She had refit maintenance and modification carried out in 2000.

S/Y TARA Engines & Speed:

Powered by twin DEUTZ-MWM diesel main engines, TARA can attain a high speed of 12 knots. TARA is propelled by twin screw propellers. Her total HP is 510 HP and her total Kilowatts are 375.

The Accommodation Aboard Superyacht TARA:

The well proportioned luxury yacht S/Y TARA can accommodate a total of 12 guests in addition to 6 qualified crew.

A List of the Specifications of the TARA:

Further Information On The Yacht

TARA features a aluminium deck.

TARA Disclaimer:

The luxury yacht TARA displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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Extraordinary boats: Baruna – stunning seven-year restoration

• Dan Houston
• January 24, 2024

Baruna is a 1938 S&S yawl that was relaunched this summer by owner Tara Getty after a seven-and-a-half-year restoration to return her to as close to original as possible.

Designed by Olin Stephens in 1938, at 72ft LOA Baruna was at the top of the size limit permitted by the Cruising Club of America (CCA) to race offshore. The year of its launch, Baruna took part in and won the biennial 635-mile Newport Bermuda offshore race, creating a storm of publicity on both sides of the Atlantic. Olin was the navigator, and Baruna got in eight hours ahead of the next boat.

Seven years previously Olin and his brother, Rod, with their crew had won the 1931 Transatlantic Race , as well as that year’s Fastnet Race in their revolutionary new 52ft (15.8m) yawl Dorade . Olin was then just 23, and America was so pleased with him, his crew and his design that they got a ticker tape parade in New York on their return.

Sparkman & Stephens, Olin and his brother’s company, went on to dominate yachting, from the early Corinthian days of the 1930s to designing six out of the seven successful 12-Metre America’s Cup defenders between 1958 and 1980. Dorade was followed by a series of highly successful yawls, including the famous Stormy Weather (1934). Olin was a rules-beating designer over a wide range of developing hull shapes, but when I interviewed him at the age of 80 in 1998 he maintained that Dorade and her type of hull and rig were still the best mix of speed and seaworthiness for sailing and racing offshore.

While these yawls are all slightly different and vary in size they can nevertheless be considered as a kind of special class boat. Being superbly comfortable and stable at sea they remain very popular with yachtsmen who want a great seaboat. This year at Les Voiles de Saint Tropez the Rolex Trophy was awarded for the yawls – 12 raced, of which seven were S&S designs, including Baruna .

Fully restored, Baruna is a slippery hull that requires up to 20 crew on deck to maximise performance. Photo: Kos

Tech test bed

Baruna was built at Quincy Adams yard in Massachusetts for the New York textile agent Henry C Taylor, with a twin skin of mahogany over cedar planks on oak frames. Taylor, an ex-wartime naval officer who served his country in both World War I and World War II, wanted a large yacht within the CCA rules to race offshore. But he also wanted a comfy cruising boat for his family. He’d gone to S&S and ordered her after spending a bumpy family night aboard his yacht in Massachusetts Bay; Taylor told Olin it was a matter of either giving up cruising altogether or getting a better boat.

The boat went on to win the Newport-Bermuda race again in 1948 – booming along at nine knots with Henry’s oldest son, Stillman, in command. Taylor owned Baruna , notching up a distinguished racing record, until 1953 when he was nearly 60. The yacht then went to California.

Baruna ’s long-term owner on the west coast was Jim Michael who, in partnership with Tim Moseley, formed the Barient winch company. Moseley was a fellow S&S fan, owning the 1938 cutter Orient , and the company was named after compounding the names of their yachts. Both boats were used for the development of deck hardware, especially winches and pedestal grinders, or innovative running backstay drums.

Work begins on dismantling Baruna to see the full extent of how much timber needs to be replaced. Photo: Kos

Pieces of wood

Tara Getty had wanted to buy Baruna since 2009. “We were looking for a suitable yacht to restore. But back then Baruna ’s owner wanted something like $2m in gold bars delivered to a place in Mexico and we were never going to do anything like that. We ended up buying Skylark at the end of 2010. And she has been a great boat.” Skylark is also an S&S yawl, a 53ft (16.3m) LOA 1937 design, which Getty also restored.

“But then in 2015 Baruna was for sale at a much better price,” he recalls. “I think it was $200,000 which is about the right price to pay for a few pieces of wood.”

At the time Baruna was languishing at Marina del Rey in Los Angeles, California, and when Getty’s long term Australian captain and shipwright, Tony Morse, went to pay for her he found she was dilapidated. “Lifting up the floorboards you could see the water coming in. And the pumps were running continually to keep up with it,” he says. “There were no headsails and it looked like the mast was going to go through the bottom of the boat – especially if you put any pressure on it. We could motor her but not sail her.”

The new planking, with yellow cedar above the mahogany, is in place under Baruna’s new frames. Photo: Kos

Baruna was moved by ship, first to Fort Lauderdale and then to the Robbe & Berking yard in Flensburg, Germany, which has a very high reputation for restoring wooden yachts. Robbe & Berking did the hull, and at first it was thought the team could preserve some of the timber, but Morse, who was project lead under Tara Getty, found that every frame, apart from some in the forepeak, was cracked under the bilge stringer.

“We had thought we could keep some of the original material, but as we started, we realised that almost everything would have to be changed out,” Morse says. “Plus there’s the problem that if it isn’t in good enough condition now then you’ll end up redoing it anyway in three years’ time.”

Work began with replacing the frames, laminating in new ones in white oak (as Baruna had originally) before the work of replacing her planking could begin. The double skin hull was replaced with mahogany planks outside a skin of yellow cedar. The cedar, all from one tree, saves weight but is only used from the sixth strake up to the strake below the sheer. The planks were fitted over the oak frames, in a style of a careful restoration. The sheer clamp, beam shelf and bilge stringer, all structurally vital, are made of Douglas fir from Oregon. In many places aboard, the hull structure is fully visible.

Wedges in place prior to dropping off the lead ballast keel, which appeared in remarkably good condition for its age. Photo: Kos

Morse was able to source an original builder’s plan which he used – and needed – to recreate the detail of the 1938 boat, especially where some material or joinery had gone missing over the years. To hear him and Getty talking about the work it sounds more like they were restoring the Mona Lisa. Asked how much it might have cost Getty says “It’s too much to mention,” before adding: “Let’s just say she is by far the most expensive 72ft boat ever built, modern or old.”

On the move

When the hull was finished Baruna was trucked to VMG Yachtbuilders at Enkhuizen in the Netherlands for her interior to be fitted. Even though VMG made a full-size model of much of the boat to see how all the installations could fit into it, craftsmen were challenged by the nature of a 1938 hull which had been restored with the original imperfections of the Quincy Adams yard replicated, with brand new materials.

The 100ft hollow main-mast is built of pieces of spruce that were sonic-tested to measure their elasticity. Photo: Kos

The modern way of working is to design using CAD drawings and then make things in a workshop before bringing them on site to fit. But Baruna is not completely symmetrical and so making something like a water tank for one side of the boat and then fabricating its mirror image for the other side created several headaches for specialists unfamiliar with traditional methods, such as making spiling patterns.

Some 18 people were employed on the project with some craftsmen coming from Southampton Yacht Services in Hampshire, and naval architect Andre Hoek also consulted on the restoration.

Interior fit-out is traditionally sumptuous, but systems are fully up to date. Photo: Kos

Gleaming finish

Baruna ’s deck is swept teak with her teak deckhouses varnished in one-pack Epifanes, while the two-pack system is used for all the mahogany and joinery below. Her hollow main-mast was designed by Jim Gretzky, of Sail Spars Design in Connecticut, and then built of spruce by Ventis at Enkhuizen.

Morse says the 150hp engine, generator and watermaker are all as low as possible. The 950lt of fuel are carried in two main tanks plus a day tank. Water capacity is 540lt, with the watermaker able to produce 150lt an hour.

With Getty’s in-depth restoration knowledge of his motor vessels Talitha (1930) and Bluebird (1938), and the S&S yawl Skylark (1937), together with Morse’s undoubted appetite for detail, the project became highly specialised with every single piece of equipment or fitting being of bespoke design and make. Thus even the below-decks nickel-plated door handles and striker plates for the doors’ latch bolts are unique (nickel is the typical material for metal fittings on mahogany in traditional yachts).

Baruna has a suit of Dacron sails for Classic CIM racing. Photo: Kos

Baruna has a suit of 3Di North Sails for IRC racing as well as Dacron for classic CIM racing. Since her relaunch in late 2023 she has been put through her paces racing in classic fleets at Antibes, Argentario and Les Voiles de St Tropez, where she scored two podium places. The 1938 design also took on the moderns at the Maxi Yacht Rolex Cup 2023 in Porto Cervo, where Baruna averaged 9.6 knots over a 38-mile course in 9-ish knots of breeze.

Getty reports that he has got the boat he wanted, since the project began all those years ago, though notes that it is still early days to be getting the best from her. However, he maintains that tacking is a joy, she never gets stuck in stays and the sense of balance on the helm when trimmed is superb and much better than Skylark .

Baruna’s aft cabin retains the twin bunks layout Stephens designed, a surprisingly ascetic choice, though made slightly larger for comfort. Photo: Kos

Baruna sails with up to 20 crew on deck, four of them professional, and Getty and Savage, his tactician, have noticed that the yacht is not losing VMG while tacking.

“We have cameras on the mast and deck and we are running Expedition software during races,” Savage explains. “And interestingly the boat speed drops down and picks up again but the VMG line stays flat.”

Effectively the boat is being carried to windward by her weight in these conditions. “So that changes the strategy hugely,” Savage continues, “it means you can pop a tack in without worrying about it. In fact, provided you are up to speed, it can benefit you to tack.”

One of Baruna’s hatches in early morning light after rain, note the protected mushroom vents and blanked off dorade (cowl) vent. Photo: Kos

Baruna ’s hull and deck gear have been designed to take the full loads of her powerful rig as she was restored to be capable of racing or cruising offshore. The team has been able to push the yacht hard early on, sailing upwind with a full flattened main in 29 knots true wind.

“She’s a rocket ship. Beautifully balanced with mizzen lowered, the board [centreboard, original] deployed giving zero degrees of weatherhelm, pointing high, slippery as hell,” comments Savage on sailing her fully pressed. Getty envisages cruising her in the south of France before perhaps taking her to the Caribbean. “Then of course,” he says, “the Newport Bermuda Race is calling…”

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Ganley Tara 39 1986

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any advice on this steel sailboat please it is stable to ocean crossing  

This is not a well known make or model so you may have a tough time getting responses from actual owners. My comments are based on my experience designing and sailing on steel boats and looking at the lines drawings on the Ganley website. I will start with a general comment. Under lengths in the mid-45 foot range, steel hulls tend to be heavier than any other building material of equal strength. The net result of that is some mix of a lighter (not as strong or durable) plating, reduced carrying capacity, heavier displacement, or less ballast. Most of that is self explanatory but to be clear heavier displacement (heavier weight) does nothing good for a boat. It doesn't make it stronger, more seaworthy, have a more comfortable motion, easier to sail, or more stable. It just makes the boat heavier, harder to handle, and more expensive to own. Similarly, reducing ballast tends to make a boat less stable, and less stability means not being able to carry as efficient sails for light air sailing, needing to reef earlier, a greater tendency for the boat to roll through wider roll angles, a greater tendency for the boat to be rolled by a big wave and remain inverted longer. None of those factors are good traits for an ocean going yacht. More specifically, the lines drawings show a hull form with slack bilges, lots of deadrise, pinched ends, and a short waterline. So, in addition to the broad general implications of this being a small boat for steel construction, specifically the lines would suggest that this boat has almost no form stability, and a lot of drag (in the form of wetted surface) relative to it's stability. That combination results in a boat that heels easily and so further suggests that this is a boat that won't sail as well in either light air or heavy conditions as a better design. In fairness, this looks like an extremely competent design if this boat was designed in the 1970's, fully reflecting the thinking of that time. We now understand the problems with the design theories of that era. And that gets to the heart of your question, even if asked obliquely. When someone contemplates buying a boat to go cruising there are design characteristics that make a boat ideal for distance cruising. This boat has almost none of those characteristics. At the other end of the spectrum are boats that I are totally unsuitable for distance voyaging. Somewhere in between are boats which someone might find acceptable. For some people, this design while not particularly well suited for distance voyaging, would none the less, be acceptable. Respectfully, Jeff  

Jeff_H said: This is not a well known make or model so you may have a tough time getting responses from actual owners. My comments are based on my experience designing and sailing on steel boats and looking at the lines drawings on the Ganley website. I will start with a general comment. Under lengths in the mid-45 foot range, steel hulls tend to be heavier than any other building material of equal strength. The net result of that is some mix of a lighter (not as strong or durable) plating, reduced carrying capacity, heavier displacement, or less ballast. Most of that is self explanatory but to be clear heavier displacement (heavier weight) does nothing good for a boat. It doesn't make it stronger, more seaworthy, have a more comfortable motion, easier to sail, or more stable. It just makes the boat heavier, harder to handle, and more expensive to own. Similarly, reducing ballast tends to make a boat less stable, and less stability means not being able to carry as efficient sails for light air sailing, needing to reef earlier, a greater tendency for the boat to roll through wider roll angles, a greater tendency for the boat to be rolled by a big wave and remain inverted longer. None of those factors are good traits for an ocean going yacht. More specifically, the lines drawings show a hull form with slack bilges, lots of deadrise, pinched ends, and a short waterline. So, in addition to the broad general implications of this being a small boat for steel construction, specifically the lines would suggest that this boat has almost no form stability, and a lot of drag (in the form of wetted surface) relative to it's stability. That combination results in a boat that heels easily and so further suggests that this is a boat that won't sail as well in either light air or heavy conditions as a better design. In fairness, this looks like an extremely competent design if this boat was designed in the 1970's, fully reflecting the thinking of that time. We now understand the problems with the design theories of that era. And that gets to the heart of your question, even if asked obliquely. When someone contemplates buying a boat to go cruising there are design characteristics that make a boat ideal for distance cruising. This boat has almost none of those characteristics. At the other end of the spectrum are boats that I are totally unsuitable for distance voyaging. Somewhere in between are boats which someone might find acceptable. For some people, this design while not particularly well suited for distance voyaging, would none the less, be acceptable. Respectfully, Jeff Click to expand...

Andy, Thank you very much for catching that. Yes i was apparently referring to the Solution rather than the Tara. I had done an online search for the design similar to yours and as you noted, had come up with the lines on the Ganley webpage for the Solution rather than the Tara. The Tara is a bit more up-to-date design than the drawings that I had been looking at. As you have observed the Tara does have more form stability and perhaps less wetted surface. The design would be a pretty nice design for a boat designed in the 1970's. The Solution would be more typical of a 1950's era design. While the Tara appears to be an improvement over the Solution, i would still note that compared to a more modern design, the Tara 39 does have the typically shorter waterlines and pinched ends that were typical during that era. Ganley has quite a diverse portfolio of work. I think that there Pacemaker MkII and Timerider look like especially nice designs, i am very much a DIYer myself. I have an older NZ design that I personally do a lot of the work on. Once again thank you for catching that and setting the record straight. Jeff  

Thanks for your swift reply Jeff. I've always admired the clean lines of the old Farr 38, and I'd imagine she's still pretty competitive in her class. cheers, Andy  

Andy, Thank you for the kind words on the Farr. I race my Farr 11.6 single-handed. The newer race boats are faster than the Farr 38 in a lot of conditions but the Farr 38 is still very competitive on corrected time, but she can do well boat for boat in the right conditions. I really appreciate most is how easy she is to handle across a broad range of conditions whether racing or cruising Jeff  

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• Add my yacht

TARA yacht NOT for charter*

35.9m  /  117'9 | sfcn | 1989 / 2000.

• Amenities & Toys

Special Features:

• Impressive 5,000nm range
• Ice-class hull
• BV (Bureau Veritas) classification
• Award winning
• Sleeps 14 overnight

The award winning 35.9m/117'9" sail yacht 'Tara' (ex. Antarctica) was built by SFCN in France. She was last refitted in 2000.

Guest Accommodation

Tara has been designed to comfortably accommodate up to 14 guests in 8 suites. She is also capable of carrying up to 7 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Tara is built with a aluminium hull and aluminium superstructure, with aluminium decks. Tara comfortably cruises at 10 knots, reaches a maximum speed of 11 knots with a range of up to 5,000 nautical miles from her 32,000 litre fuel tanks at 10 knots. Her low draft of 1.15m/3'9" makes her primed for accessing shallow areas and cruising close to the shorelines. Her water tanks store around 10,000 Litres of fresh water. She was built to BV (Bureau Veritas) classification society rules.

*Charter Tara Sail Yacht

Sail yacht Tara is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Tara Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Tara Photos

Tara Awards & Nominations

• La Belle Classe Explorer Awards (Y.C.M.) 2019 Coup de Cœur Winner

NOTE to U.S. Customs & Border Protection

SIMILAR LUXURY YACHTS FOR CHARTER

Here are a selection of superyachts which are similar to Tara yacht which are believed to be available for charter. To view all similar luxury charter yachts click on the button below.

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from $54,500 p/week

Lady Sunshine

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from $41,000 p/week ♦︎

35m | VALDETTARO

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34m | Cantiere Valdettaro

from $46,000 p/week ♦︎

Tigerlily of Cornwall

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from $36,000 p/week ♦︎

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Treasure Hunter: Yacht owner Tara Getty on his epic round-the-world adventure

Superyacht owner Tara Getty found riches if not gold, says Stewart Campbell, on the ultimate adventure on board his classic yacht Blue Bird

Captain William Thompson’s orders were straightforward: get the gold out of Lima and transport it to Mexico, away from the rebels threatening the Peruvian capital. It was 1820, and Spain’s grip on Central and South America was weakening. Three hundred years of ferocious colonialism had enriched the motherland but left local populations bubbling with anti-imperial sentiment. When this exploded into rebellion in Peru, the viceroy hatched a plan to smuggle three centuries of loot out of the country in the hull of a ship – Thompson’s.

You turn pirate pretty quick when all that’s ahead of you is ocean and down below is a king’s ransom in plundered treasure. The ship never made it to Mexico. Instead, Thompson killed the guards and set course for remote Cocos Island, a fecund speck 340 miles out into the Pacific off the Central American coast. There, he buried the treasure, thought to include a pair of life-size, solid gold statues. No one knows exactly what constitutes the hoard because it’s never been found.

One of the greatest treasures ever buried remains underground, somewhere on Cocos Island. At least that’s what hundreds of adventurers down the years have believed, one of them Britain’s godfather of speed, Sir Malcolm Campbell. He was obsessed with the treasure and built a boat specifically to find it: Blue Bird , designed by GL Watson , launched in 1938 and now one of the best classic yachts . It was appalling timing – a year later war broke out, the yacht was requisitioned and not handed back to Campbell until 1947. Soon after the land and water speed record holder died, and with him the dream of digging up the Treasure of Lima.

But the story doesn’t end there. Sixty-seven years later, his boat, the 32 metre Goole-built beauty, finally made it to Cocos, and with a tribe of treasure hunters on board – Tara Getty, his wife Jessica and their three children. “We did it – we finished the journey Campbell started,” Getty says. “Cocos has amazing marine life and obviously that was part of it, but the real reason we went there was for the Lima treasure.” Alas, no solid gold statues returned with Blue Bird as ballast (at least, none that were declared). “When you get there you realise why it hasn’t been found,” the grandson of US oil baron Jean Paul Getty says. “The jungle is impenetrable and it’s very lush, with massive waterfalls and mountains.”

Four solid days’ steaming got them to Cocos and then it was a further four to the Galápagos, the westernmost point in the Gettys’ three-month, 15,000-mile journey aboard the yacht they bought in 2004 and meticulously restored. They kicked off the cruise in Antigua in March 2015 and ended it three months later in Fort Lauderdale. In between they visited Venezuela, Colombia, Panama, Costa Rica, then it was back through the Panama Canal for a passage up the eastern coast of North America, taking in New York and Nova Scotia. The final leg took Blue Bird back down to Fort Lauderdale, and a transport home to the Med. “The vision for the trip was my children,” Getty says. “My eldest son finished school in South Africa in December 2014 and was starting in England the following September. So we had that December to September period. It was the most amazing opportunity to do something with the children.”

That something started with a five-country tour of Africa, where the Gettys have their home. The option was there to spend the entire period on the boat but “the idea of being stuck on a boat for such a long time didn’t excite Jessica that much”. But there was no negotiation on Cocos. “And once you’re there, you might as well go to the Galápagos. With that in mind, the rest of the trip sort of fell into place,” he says.

The family didn’t spend the whole three months on the boat, instead flying in and out where necessary and sometimes spending weeks on land in the countries they visited. “We’d fly into the Venezuelan jungle and get in cars and do some amazing road trips, and went off in Peru for two and a half weeks while the boat was relocating.”

One of the big questions facing the family was whether to go up the east or west coast of the US. Friends from Boston convinced them to choose the former, and the Gettys didn’t regret it. “The whole New England thing I hadn’t done before, and it was wonderful.” Waking up on board in the middle of New York City wasn’t bad either. The family had been staying in a hotel while in the city, but quickly transferred to the boat after seeing where she was moored. “I’ve got some amazing photos of Blue Bird in this little marina right under the new Freedom Tower. As soon as I saw it I thought, ‘why are we staying in a hotel?’”

Despite the hop-on, hop-off nature of the adventure, there was no escaping the passage out into the Pacific – but nor was there ever an intention to. Getty wanted the complete experience. “Cocos is impossible to get to anyway,” he says. “There’s no landing strip and it’s too far for a helicopter. A seaplane really isn’t an option as out there in the Pacific the swell is 15 metres high, but it’s about 300 metres between crests so you don’t really notice it in a boat.” The family all took turns on watch during the passage, sharing the four-hour shifts. They even strung up a hammock in the wheelhouse to make it a bit more comfortable. “The weather was wonderful,” says Getty. “We had a bit of a funny time at one point but the boat, I thought, handled it extremely well. We fitted zero-speed stabilisers, which were a godsend.” Tradition was maintained when Blue Bird passed over the Equator, with anyone who hadn’t yet crossed it dunked in slops from the kitchen. “My daughter was not happy,” Getty laughs.

Getting permission to land on Cocos wasn’t easy, but nothing would stop Getty from completing Campbell’s voyage – and retracing his steps. The speed legend had actually been to Cocos before building Blue Bird – in 1920, aboard the 37 metre former pilot vessel Adventuress . It was owned by a fellow racing driver and friend, Kenelm Lee Guinness, who Campbell convinced to sail halfway around the world to go digging for long lost treasure. They made landfall on Cocos but Guinness and his friends were soon back on board, driven off by the heat, crocodiles, mosquito swarms and thick, punishing jungle. Campbell stayed on land, accompanied by two crew, and endured for several more days, hacking through the undergrowth following a treasure map, his acquisition of which is a story lost to time. He was, obviously, unsuccessful and soon returned to Adventuress empty-handed for the long trip home. He vowed then that “one of these days, I shall return to Cocos”.

The boat he built for the task was a beauty: high topsides, raked stem and demure funnel just behind the teak pilothouse. He had her built at a commercial yard, the Goole Shipbuilding and Repairing Company in Yorkshire, northern England. It had never built a yacht but it had crafted many tough trawlers, barges and military vessels. Campbell commissioned Blue Bird to have ocean-spanning range and go-anywhere naval architecture, characteristics that attracted the Admiralty at the outbreak of hostilities in 1939. The war years almost broke her but she played her part, helping in the evacuation of Dunkirk and later serving in the Irish Sea as a mine spotter and inspection vessel.

After the war, she passed through a series of owners, even Renault kingpin Jean-Louis Renault in the middle of the 20th century. There were stops in California, the UK and finally Holland, where she was found by Getty in the small town of Elburg. She was described as “dilapidated”, but he saw potential. After three years at Astilleros de Mallorca, she emerged gleaming, with a new Bannenberg & Rowell interior. Beyond the aesthetics, she was kept true to Campbell’s vision. “I designed the boat originally for the Indian Ocean,” Getty says. “I wanted two of everything: watermakers, washing machines, dryers, so if something breaks we can continue. At one point our hydraulic pack broke but we had enough redundancies to carry on.”

The island that greeted the Gettys after four days at sea seemed a little more welcoming than the one explored by Campbell. “To me it was the most marvellous place and I was a bit worried about it because Campbell had called it a ‘mosquito-infested pit’, or something like that. And actually it was just charming.” Apart from some rangers and a specialist guide, the five-mile-long island is uninhabited. “You really feel when you’re there that you’ve got somewhere that people weren’t going to,” he says.

Despite not finding the Treasure of Lima, Getty did make one discovery. It has became tradition over the years for visitors to carve the names of their yachts into the island’s rocks, and Getty found Nahlin’s , the 91 metre clipper-bowed classic built in the UK and launched in 1930. She visited the island in 1931, the evidence of which is her name immortalised in stone. Getty found the carving while looking for the one for Adventuress . “He had quite a big ego, old Campbell, and I was sure he would have tapped his name in the rock somewhere, but I couldn’t find him.”

Future fortune-seekers and visitors to Cocos will know his boat, Blue Bird , did eventually make it to the island – Getty made sure of that. “You’re not allowed to do it any more,” he whispers, “but I walked up to a beautiful look-out point, found a little spot and tapped ‘Blue Bird’ into the rock.”

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