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History of Maxi Yachts

Maxi Yachts is a renowned Swedish boat manufacturer with an enduring legacy in the yachting world. The company was founded in the late 1960s by Pelle Petterson, a respected designer and accomplished sailor. The brand was dedicated to crafting high-performance sailing vessels that embodied Swedish craftsmanship, sophistication, and innovative design. The company's pioneering spirit and attention to detail quickly gained recognition, and in less than ten years, the Maxi 1100, their flagship sailing yacht, had become a popular name among enthusiasts and professional sailors.

Over the years, Maxi Yachts has evolved and diversified its range, meeting the high expectations of its global customer base. They expertly blend contemporary design with traditional construction techniques to create sailing vessels known for their durability, performance and design aesthetics. Throughout the 1990s, under the leadership of Petterson's protege, Joakim Karche, Maxi Yachts further cemented its place as one of the leading yacht manufacturers, and it’s models such as the Maxi 1080 were celebrated for their design excellence.

Today, Maxi Yachts is based in Poland and continues to thrive under highly skilled European craftsmanship. Lundh Craft, a distinguished boat building company, carries the torch, ensuring that each Maxi yacht continues to adhere to the highest standards of design, construction, and performance. Notwithstanding the change of location, Maxi Yachts remains true to its core – creating excepcionally well-crafted sailing yachts that embody the spirit of its Swedish heritage. The brand stands firm in its commitment to innovation, perfection, and sailing pleasure, upholding the legacy started by Pelle Petterson more than half a century ago.

Which models do Maxi Yachts produce?

Maxi Yachts produce a range of boats including the Maxi Yachts Dolphin 62 , Maxi Yachts Dolphin 67 , Maxi Yachts Dolphin 75 , Maxi Yachts Maxi 1000 and Maxi Yachts Maxi 25 . For the full list of Maxi Yachts models currently listed on TheYachtMarket.com, see the model list in the search options on this page.

What types of boats do Maxi Yachts build?

Maxi Yachts manufactures a range of different types of boats. The ones listed on TheYachtMarket include Sloop , Cruiser , Racing boat , Offshore cruiser and High performance boat .

How much does a boat from Maxi Yachts cost?

Used boats from Maxi Yachts on TheYachtMarket.com range in price from £8,550 GBP to £3,380,000 GBP with an average price of £765,000 GBP . A wide range of factors can affect the price of used boats from Maxi Yachts, for example the model, age and condition.

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The IMA introduces the newly-launched 2024 Mediterranean Maxi Multihull Challenge, with 2024 Rolex Middle Sea Race included in the series

(Rolex / Kurt Arrigo)

Porto Cervo, 29 February. Registrations are open for 2024 Maxi Yacht Rolex Cup ( September 8 to 14)

(photo: IMA / Studio Borlenghi)

Leopard 3 declared overall winner of 2024 RORC Caribbean 600. Owner Joost Schuijff was presented with the RORC Caribbean 600 trophy in Antigua on February 23

(photo: Arthur Daniel / RORC)

2024 RORC Caribbean 600. Farr 40 Leopard 3 (MON) is declared overall winner

(photo: Alex Turnbull)

The IMA is pleased to announce the 2024 IMA Caribbean Maxi Multihull Series, open to maxi multihulls of 60+ft (18.29m) LH

Todd slyngstad's hh66 catamaran nemo won the first event of the ima cmms, the caribbean multihull challenge, in early february 2024.

(photo: Laurens More)

Entries are now open for 2024 151 Miglia offshore race, scheduled to start on May 30 from Livorno, Italy

(photo: Lelli / Studio Taccola)

LATEST NEWS

The IMA introduces its new Mediterranean Maxi Multihull Challenge

• Posted by IMA
• London, 6 March 2024

To complement its recently announced IMA Caribbean Maxi Multihull Series, the International Maxi Association is to hold ...

Leopard 3 declared overall winner at 2024 RORC Caribbean 600

• Antigua, 22 February 2024

The Royal Ocean Racing Club has announced that the Farr 100 Leopard 3 (MON), skippered by Joost Schuijff is the overall ...

RORC Caribbean 600: Leopard 3 wins monohull line honours

• Antigua, February 21, 2024

Farr 100 Leopard 3 (MON) skippered by Joost Schuijff took Monohull Line Honours in the 2024 RORC Caribbean 600 in an ela...

39 years ago the International Maxi Association was started as a small gathering of maxi yacht owners wishing to bring more co-ordination to their sailing. Since then it has grown both in the size of its membership and its remit, to become an organization with much wider influence and endorsed by World Sailing to organize World Championships and to manage maxi racing globally. The IMA’s overall aim is to encourage greater participation in maxi racing around the world. To this end, the Association has become increasingly involved in all the regattas with significant maxi participation. Another of the IMA’s major responsibilities is to encourage the highest standards of race management, safety and measurement for both inshore and offshore maxi yacht events. For maxi regattas the IMA assists with the standardization of entry and the writing of notice of races and sailing instructions. The Association can also assist with race management and support and endorse events that are held to its high standards. For 2021 as well as all our usual events and our Mediterranean Maxi Inshore and Offshore Championships, we are adding a new regatta run by the Yacht Club Italiano as a season opener in Portofino at the end of April. We are also supporting the famous Transpacific Yacht Race from Los Angeles to Hawaii and the Aegean 600. Our flagship event, the Maxi Yacht Rolex Cup, we trust will be able to proceed this September in Porto Cervo in near normal conditions. Here and at Les Voiles de Saint-Tropez we will be joined by the J Class, a class formally affiliated with the IMA, as we await news of their next World Championship. The IMA’s membership remains healthy – a trend we hope will continue. We need maxi owners to support us so that we can support them! We remain extremely grateful for the generous long term and loyal support from our main sponsor Rolex and are pleased to welcome Credit Suisse as a further sponsor. We also thank the marine clothing company Code 0 for kitting out the IMA team in smart new gear. As usual I thank my hard-working and dedicated staff. Throughout the pandemic we have met weekly on Zoom but are greatly looking forward to seeing each other in person, as well as all maxi owner and sailors in the forthcoming season. We wish you an excellent season ahead.

February 2021 Andrew McIrvine IMA Secretary General

International Maxi Association Legal Headquarters: c/o BfB Société Fiduciaire Bourquin frères et Béran SA - 26, Rue de la Corraterie - 1204 Genève - Switzerland

Yachting Monthly

• Digital edition

Maxi 1100: Fast and stylish seagoing cruiser

• David Harding
• October 15, 2021

As an understated fast cruiser with racing potential and a nicely appointed interior, the Maxi 1100 has much to recommend her. David Harding reports

Although heavier than a typical modern performance cruiser, the Maxi 1100 is quick and easy to handle. Credit: David Harding

Product Overview

Manufacturer:.

Maxi 1100: A fast and stylish seagoing cruiser

Finding a boat that offers the right combination of comfort and performance is rarely easy. Every boat is a compromise, and you have to choose your priorities.

Then of course there’s the emotional element, which defies rational analysis.

As Phil Nicholas, the happy owner of a Maxi 1100, puts it: ‘I’m mindful of the saying that unless you’re a ferryman or a fisherman you don’t need a boat. For us, it had to be a love affair.’

To some people, like Phil and his wife Julie, a boat’s appearance and what you feel for her are important.

Phil and Julie Nicholas find that the Maxi’s deck layout is well suited to short-handed sailing. Credit: David Harding

‘When you look at so many modern boats with their towering topsides they’re really not elegant,’ he says. Few of us would disagree.

Given Phil and Julie’s enthusiasm for their boat, coupled with the amount of time they spend aboard and the number of miles they have covered, you might imagine that they had owned a number of yachts before buying Destiny .

In fact they hadn’t. Julie’s uncle ran a sailing club on the Thames, where she sailed dinghies as a child, while Phil had owned a series of small motorboats between some early dinghy sailing before succumbing to the urge to buy a cruising yacht.

Phil Nicholas started sailing in dinghies before moving to small motorboats and then bought the Maxi 1100 in 2007. He and his wife Julie have cruised extensively, while Phil also races the Maxi 1100 and on a variety of other boats. Credit: David Harding

The Maxi 1100 proved to be that cruising yacht. Once the urge had lodged, Phil became ‘a serial boat-show goer’ even though, when he started, he was still several years away from taking the plunge.

‘I liked Beneteau ’s First 31.7,’ he explains, ‘but I kept coming back to the Maxi 1100 for four or five years despite not being in a position to start looking seriously.’

Gently gently

Those of us who have been in the boat-sales business will recognise a message in Phil’s story: ignore someone just because he’s not about to write you a cheque there and then, and you might lose a sale a few years down the line.

Buyers of sailing yachts are often on a slow burn. So that’s how the Nicholas family came to buy a family cruiser – son Luke came along later – and it’s now 14 years on.

In that time, Destiny has covered a good many miles around the south coast from her base in Poole, both cruising and, though not initially, racing too.

Much of the racing has been with Poole Yacht Racing Association (PYRA). Phil had given no thought to competitive sailing at first.

Barber-haulers and blocks for the spinnaker guys are attached to strong-points inboard of the solid wooden toerail. Credit: David Harding

He did, however, sail throughout the year and quickly learned that 20 knots of wind on a hot summer’s day is very different from 20 knots in the middle of winter.

Then, on the way back from the Solent one day, he found himself in the midst of a racing fleet heading the same way.

‘We asked what was going on, found it was PYRA racing back to Poole, and have been racing with them ever since,’ he says.

Given the way things have turned out, it’s just as well that the Maxi 1100 is capable of giving a good account of herself on the race course.

Regular PYRA competitors include everything from an Elizabethan 29 to a 50ft ex-Admiral’s Cupper, so Destiny sits pretty much in the middle size-wise even if she is closer to the cruising end of the spectrum.

The cockpit, with its high and comfortable coamings, provides plenty of space for leisurely sailing and also works well with a racing crew. Credit: David Harding

Weighing in at over 6,000kg (13,000lb) she’s appreciably heavier than many comparable boats and, not surprisingly, goes best in a breeze .

Phil’s racing results show that, when the wind picks up, Destiny can outperform a lot of boats that one might expect to be faster.

It follows that light airs are not her favourite conditions, especially upwind when the relatively wide sheeting angle on the minimal-overlap headsail limits her pointing ability.

Phil suspects that the Maxi’s keel profile might not allow her to point higher even if the sheeting angle were narrower.

He knows that he can’t rely on boat speed to be competitive in under about 6 knots of wind and that other strategies are needed – which he often deploys to good effect.

He also accepts that, had he bought a boat principally for racing, he would probably have chosen something else. ‘For the reasons we bought it, the Maxi 1100 has been ideal,’ he says. ‘For racing, I could use more of a boy’s boat that I could bash around a bit more – something like a Sun Fast 3200 or a JPK’.

The right balance

On a boat with a nicely finished mahogany interior, bundling wet spinnakers down the hatch is something you try to avoid unless you have plenty of protection in place for the woodwork.

It’s the sort of compromise faced by many people who cruise with the family and race with friends, but the Maxi 1100 has proved to be a pretty successful cruiser-cum-racer and has stood up well to being treated from time to time in a way that Phil hadn’t envisaged when he bought her.

Her interior looks remarkably fresh for a 14-year-old boat. It’s testament to the way she has been looked after and to the way she’s built.

Destiny’s sails are carbon with a double taffeta for durability. Credit: David Harding

There’s no doubt that she’s several cuts above the average in the way she sails, too.

I have seen Destiny and other Maxi 1100s – including Maxi Magic , which graced Yachting Monthly’ s July 2021 cover – racing and cruising in a wide range of conditions and have always thought they look pretty competent all-rounders.

When I went for a sail with Phil and Julie, we had winds that were on the light side of moderate, so it was interesting to see how Destiny handled in 8-10 knots and the sort of chop that even a gentle easterly often kicks up in Poole Bay.

For a relatively heavy boat with a small headsail, the performance was impressive.

The minimal-overlap headsail sheets to tracks on the coachroof, though the sheeting angle is wider than on racier boats. Credit: David Harding

The Maxi 1100 comes with genoa tracks fitted as standard but the majority of 1100s have never used overlapping headsails .

Phil has found the headsail settings that work best and, when the wind across the deck nudged 12 or 14 knots, we typically clocked 6.5 knots with the apparent wind at little over 30° in the flatter patches.

The rest of the time we had to keep the nose down a few degrees to punch our way through the chop, the Maxi’s weight and fine, rounded entry allowing us to do so quite comfortably.

Once she gets into her stride, she has an easy, relaxed feel. There’s no definite groove, so you don’t instantly know whether you have got everything right.

Not all Scandinavian yachts come with workable anchoring arrangements, but the Maxi 1100 has a double bow roller and a good anchor well with space for a windlass. Credit: David Harding

It’s a subtle process of getting to know exactly what the boat likes.

Whatever you do, the Maxi 1100 is nicely responsive to the wheel.

It gives good feedback from the rudder, has 1.5 turns from lock to lock and, with its 51in (1.3m) diameter, lets you sit comfortably on the coaming.

Both the mainsheet and the Lewmar 46 primary winches are within easy reach of the helm.

Stainless steel cleats all round are big enough to accept chunky warps, while chafing strips protect the woodwork and topsides. Credit: David Harding

As Phil says: ‘One of the good things about this boat is that it is of a size and layout that you can manage singlehanded .’

In heavier conditions, Destiny has never given her owners any concerns – and much to be grateful for.

On one memorable trip from Brest to Ushant, they were flying the kite in 20 knots of wind with the autopilot in charge and the crew sunbathing in the cockpit as they surfed down the waves at 10 knots.

The highest speed to date has been 14 knots.

Sensible upgrades to the Maxi 1100

Being keen to sail the boat efficiently, whether racing or cruising, Phil has made sure all the rig and sail controls work.

Most of the hardware and systems were fitted from new, such as the jamming foot-blocks for the headsail sheets, but he has upgraded quite a lot of the kit too.

Nearly all the halyards are now Dyneema, the bottlescrews are in phosphor-bronze rather than stainless steel, the mainsheet is a 4:1/16:1 purchase and the backstay is 64:1.

The original folding companionway door has been replaced by acrylic washboards to let more light down below. Credit: David Harding

The sails, by Sanders, are carbon with a double taffeta and tend to stay on most of the time except for the summer cruise, when they’re replaced with a suit in Dacron.

For cruising, the large cockpit locker to port provides good stowage. The calorifier and fuel tank are underneath, abaft the heads, so it’s big but not cavernous.

A full-depth locker is in each quarter. For smaller items, you find an open-fronted locker each side in the coaming – just what you want for keeping things like binoculars, a hand-bearing compass, pilot books and so on close at hand.

Those of us who were brought up sailing on boats with coaming lockers wonder how anyone manages without them. It seems extraordinary that they’re rarely seen on modern boats.

The Maxi 1100’s wheel is responsive, giving good feedback from the rudder. Credit: David Harding

Moving forward from the cockpit is easy thanks to the wide side decks .

Outboard is a wooden toerail, and strong-points are fitted along the gunwale for attaching barber-haulers, spinnaker guy blocks and so on.

The chunky stainless steel cleats forward, aft and amidships are worthy of mention because they’re big enough to use with thick warps.

So often one finds them way too small. In the bow is a good anchor well and a double stemhead roller, while overhead the double-spreader, keel-stepped Seldén rig supports the generous spread of sail that’s balanced by the lead keel – the 2m (6ft 7in) version in Destiny ’s case, as opposed to the 1.5m/4ft 11in alternative.

Verdict on the Maxi 1100

For a boat that’s heavier than a typical modern performance cruiser, the Maxi 1100 is pretty quick.

She has a comfortable motion, is easy to handle and incorporates features such as those oh-so-useful cockpit coaming lockers that lesser boats (including many that might not consider themselves to be lesser boats) don’t offer.

Below decks she differs from the modern norm in being finished in mahogany.

Below decks is a practical seagoing layout with good detailing and a high standard of finish. Credit: David Harding

The interior doesn’t feel in the least bit dark, however: there’s a good window area as well as a centre hatch.

Phil also replaced the original hinged companionway door with acrylic washboards to let more light in.

While mahogany might no longer be appreciated as widely as it once was, it’s still one of the most hard-wearing of timbers and far more practical in any number of ways than many of the paler alternatives that have become fashionable in recent years.

On the Maxi 1100 it’s nicely finished too, with well-matched grain, plenty of solid trim, radiused edges and properly aligned doors.

A purist might point out that, for example, the drawers have plastic sides and a tray moulding forms the interior up to bunk level, whereas on boats from some Scandinavian yards you will find no plastic (except in the heads) and all joinery bonded directly to the outer hull .

A chart table with a hinge-down switch panel and drawer space close at hand. Credit: David Harding

None of this is obvious until you start poking around in the Maxi 1100, and the general level of detailing is way above that seen on most production cruisers.

Significantly, the bulkheads are bonded directly to the hull and deck. Then there are touches such as the anti-rattle fabric edging the lifting sections of the sole boards.

It has all been thought about. This is an interior that not only gives you confidence in the boat but also makes it a pleasure to spend time down below.

There’s little to complain about when it comes to day-to-day functionality either.

To starboard by the companionway, the well-equipped galley has plenty of light, ventilation and stowage. Credit: David Harding

It’s a relatively conventional arrangement and one that incorporates useful features such as a wet locker abaft the heads.

Because the tankage is aft (arguably a concession to cruising convenience, because it means the weight isn’t concentrated amidships), all the under-bunk space in the saloon and forecabin is usable for stowage.

Plenty of handholds are fitted and the layout lends itself to seagoing use.

]What matters most is that the owners of this particular Maxi 1100 have been, and still are, more than happy with their choice.

Phil reckons that, with the benefit of hindsight, he might have bought something second-hand rather than new so as to reduce the inevitable worry about every knock and scrape on a brand new boat.

Nonetheless, in almost every respect that matters, Destiny has proved to be just the boat her owners wanted.

Expert opinion on the Maxi 1100

Nick Vass B,Sc B,Ed HND FRINA MCMS DipMarSur YS, Marine Surveyor www.omega-yachtservices.co.uk

If money was no object I would buy a Starlight 35 or a Maxi 1100.

Both are great looking ‘proper’ sailor’s boats; the cockpits are compact and safe with good foot holds.

Maxi has favoured low coachroofs and wide side decks on all models which is attractive but can slightly reduce headroom and accommodation.

Upgraded systems on Destiny include the backstay’s 64:1 purchase. Credit: David Harding

Maxi yachts were not cheap and so tend to be well looked after. I have found several 1100s with corroded seacocks, especially around the sea toilet/holding tank outlet.

The stainless steel holding tanks can rust too. Maxi 1100 keel bolts are a little problematic to check as access is not great.

The production of Maxi yachts was taken over by Nimbus Boats in the 1990s, and the yard has a reputation for producing well put together motor and sailing vessels.

The Maxi 1100 was a development of the 34 which followed the Maxi 33 and Maxi 999.

The pre-1985 yachts had a distinctive blue band around an unusual superstructure together with rather high topsides.

They have all been trendsetters but new models have been evolved and are improvements on earlier craft rather than radical changes.

All Maxi yachts were fitted with Volvo engines which give little trouble if properly serviced and are smooth and quiet.

However, make sure that the saildrive diaphragm ring seal has been replaced. Maxi yachts extensively use foam as a hull and deck stiffener in favour of balsa.

This material is not so prone to moisture ingress and provides a lot of insulation whilst being very light.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

I’ve had the pleasure of surveying many of the Maxi range and Pelle Petterson’s designs and attention to detail is always impressive.

The Maxi 1100 had quite a short production run, which does make them hard to find for sale in the second-hand market.

Several of the vessels I’ve surveyed have had a light teak internal finish, which makes them airy and bright.

Wide side decks mean moving forward from the cockpit of the Maxi 1100 is easy. Credit: David Harding

To find issues with the Maxi 1100 is to be really nitpicking. The hull is woven rovings with a PVC core, which is generally quite reliable.

Ben Sutcliffe-Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

Her keel is lead, and I’d recommend the torque settings of her fastenings are checked every 15 years.

It is important to confirm the servicing of the Volvo MD2030 saildrive engine’s drive leg; the gator rubber seal should be replaced every seven years.

The engine is a Perkins base unit and quite reliable; parts are also available globally.

The fastenings of the stainless steel framework for her bow roller and anchor arrangement on her stem do need an occasional check.

I have surveyed a few which had heavy staining and on removal, the fastenings were found to have some crevice corrosion to the threads.

The deck has a PVC foam core, and as with any second-hand yacht purchase, pay close attention to any loose deck fastenings.

Lastly I’ve surveyed several 1100s which had leaks around the port lights and fixed glass, but this is not an unusual issue in craft of this age.

Alternatives to the Maxi 1100 to consider

Starlight 35.

With a lead keel bolted to the bottom of a moulded stub, the Starlight 35 has a low centre of gravity and is a powerful performer. Credit: David Harding

Introduced nearly 10 years before the Maxi, the Starlight 35 followed the Starlight 39 (which was originally launched as the 38).

Both Starlights were designed by Stephen Jones and built with closed-cell foam between the outer hull and the full interior moulding.

The idea was not to make the boats unsinkable, as with the earlier Sadlers, but to enhance structural rigidity along with thermal and acoustic insulation.

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In terms of performance and seakeeping ability, the Starlight 35 set standards that were matched by few boats at the time and have been surpassed by surprisingly few since.

She’s a remarkably quick boat for her weight and the builder’s demonstration model immediately proved as much in the early 1990s by giving a good account of herself in events such as the Round the Island Race (despite being helmed by Yours Truly).

Most Starlights have always been cruised, however, and have appealed to owners who like being able to cover the ground quickly and comfortably in a boat that also has a thoroughly practical seagoing interior.

Apart from the double-skinned hull construction, a distinctive feature of the Starlights is the wing keel.

Raked stems and overlapping headsails still offer benefits in a cruising yacht. Credit: David Harding

In the case of both the wing and the fins – deep and shallow fins were on offer too – the keel was cast in lead and bolted to the bottom of a moulded stub.

This achieved a low centre of gravity and provided the luxury of a good bilge sump.

Thanks to the stub, the lead and the high ballast ratio, there was no need for the hull lines to be compromised to contribute to form stability, so the Starlight remains notably well balanced when hard pressed.

The wing keel further enhances the balance, by moving the centre of lateral resistance aft as the boat heels.

Compared with newer boat designs , the Starlight has a relatively large foretriangle so a little more winching is called for.

And some of the later boats moulded by a sub-contractor to Rival Bowman had structural issues and were subsequently rebuilt.

Genoa tracks are fitted, but a self-tacking jib was standard long before it became popular on cruising yachts. Credit: David Harding

This sporty Swede from the drawing board of Ron Holland was in production from the mid 1980s to the early 1990s, so she’s a good deal older than the Maxi 1100 but in similar vein as a nicely finished Scandinavian performance cruiser.

Several features mark her out as an earlier design, such as the relatively flexible, low-fractional rig (with a keel-stepped mast as you would expect) and a narrower stern than found on most modern equivalents.

The hull was slim by the standards of the day anyway, so you won’t find as much space down below but she still fits in a decent chart table, galley and aft cabin.

There’s also a single cabin in the stern abaft the heads. Below the waterline, as on the Starlight, the lead keel is bolted to a moulded stub for a low centre of gravity and a decent bilge sump.

Similarly, the rudder is hung on a partial skeg. The hull is a solid laminate below the waterline with Divinycell core in the topsides, while the deck is cored with balsa.

Because of her constructions and slim lines, the Omega is appreciably lighter than many boats of her length, tipping the scales at just over 5,000kg (11,000lb).

This contributes to her impressive performance even with a self-tacking jib.

She was quick to make her mark on the race course and is still a competitive boat in the right hands.

The relatively light weight combined with the speed and crisp handling give her a distinctly sportier feel than some, but she’s nicely balanced, well behaved and a good choice if you want a spirited performer that’s easy to handle.

Westerly Typhoon 37

Despite coming from a builder with a name for out-and-out cruisers, the Typhoon has been successfully raced. Credit: David Harding

To some, it might seem strange to mention a Westerly in the same breath as beautifully finished performance cruisers from Scandinavia.

Nonetheless, just as the Starlight 35 found owners who had previously been looking at boats from Sweden or Finland, so too is the Typhoon well worth considering.

Designed by Ed Dubois, the Typhoon was launched in 1990 and was instantly praised for her sailing performance.

She didn’t sell particularly well, though, because not everyone liked the fact that the galley and chart table took up a lot of space and pushed the saloon well forward.

Then, in 1994, the design was upgraded to become part of the Regatta range along with revamped versions of the Spirit 25, Merlin 29, Tempest 31 and Storm 33, which respectively became the Regatta 260, 290, 310 and 330.

Some of the new Regatta models were given fractional rigs instead of their original masthead configurations, whereas the Typhoon was fractional to start with.

The big changes were down below. Ken Frievokh was commissioned to redesign the interiors, and that’s exactly what he did.

Westerlys had always been tough and functional when it came to layout and joinery, but Frievokh gave them a distinctive style that set them apart from anything seen before.

Sadly, this still wasn’t enough to turn around the boat’s fortunes and the hull was then used for the Ocean 37 for a couple of years before Westerly finally folded.

This is definitely one of Westerly’s underrated designs.

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The latest Nautor’s Swan is now flying across the water. BeCool , the first in the Finnish builder’s 98 Maxi series, was introduced to the press via a virtual press conference late last week. The 98 joins a long list of Maxi hulls from 65 to 131 feet that were all created by designer Germán Frers, who has been working with the storied builder for more than three decades.

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Frers spoke about the ever-changing technology of materials during the press conference, and how designers need to adapt their designs. “As these yachts grow bigger, they also get lighter with stiffer materials, so it’s important to address their comfort,” he said. “And since the boats are used for racing and cruising, it’s critical to soften the ride. We think this 98 provides a good combination of speed and comfort. She will be the first in a modern line of Maxis.”

BeCool is one of several possible configurations of the 98-ft. series that can be customized for owners. The combination cruising and racing focus on this first 98 will allow her to travel the world, while also racing in different Maxi regattas. The first 98 Swan will make its race debut at the Rolex Swan Cup at Porto Cervo from September 7-13, 2020.

The new 98 Maxi is long, sleek and fast. The first model, BeCool , will be used by its owners for cruising and racing.  Nautor's Swan

Nautor’s Swan CEO Giovanni Pomati told the group that Swan’s Maxi series, which launched in 1972, remains one of the most popular design collections in sailing history. Its first 65 finished a 17-year production run with 72 models. “There are still more than 80 Maxi yachts sailing the seas,” said Pomati.

The 98 promises to herald a new era, Swan officials said. It is built of lightweight carbon-fiber composites at Swan’s superyacht facility in Pietarsaari, Finland, and owners have the option of two different cabin layouts (owner stateroom aft or forward) and four interior designs.

The 98 also has a telescoping keel that reduces its draft, so the yacht can sail with stability in ocean swells, or with the keel raised, be able to access shallow harbors. BeCool  is unusually sleek because the cabin does not jut up above the deck. Frers designed a large social cockpit into the midsection behind the mast, while the yacht’s open aft end is designed for the sailing—and racing. The open foredeck also makes a good spot for sunning while the boat is at anchor.

Misa Poggi created three interiors that complement the space but reflect different owners’ tastes.  Nautor's Swan

The interior has three ensuite guest cabins and a master suite, along with a galley and large center salon. The social area is large and open, and interior designer Misa Poggi’s three possible interiors are all minimalist, but quite unique. The design also called for large windows for natural light.

“The Maxi design is very different from 10 years ago,” said Poggi. “Now, everything is much more spacious and user-friendly. The master has a walk-in closet, and the galley that can be used by the owner and guests. The salon is very open and filled with light.”

The 98 will be designed in different configurations, says Poggi. While BeCool has crossover applications for cruising and racing, a second design will be primarily for racing. A third will be for global cruising with onboard systems that allow for more independence and longer times at sea. Poggi said that other Maxis, including both a 120-footer and 125-footer, are currently being built at its superyacht facilities. Another Maxi 88 model, which the company will show for the first time in September, is also being built.

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World’s coolest yachts: Maxi Trimaran MACIF

• September 3, 2021

We ask top sailors and marine industry gurus to choose the coolest and most innovative yachts of our times. Dee Caffari nominates the Maxi Trimaran MACIF

The round the world record breaking sailboat , MACIF was launched in 2016 for French solo sailor and Vendée Globe winner François Gabart.

He set a solo round the world record of 42d 16h in it in 2017.

The Ultime was then re-fitted with more advanced and powerful foils to keep the boat competitive with the rest of the Ultime fleet. It has since been sold with François Gabart launching a new, super-high tech Ultime in 2021 .

“This is a boat only a handful of people have ever been aboard but it’s a boat all the cool kids would really love to sail,” says Dee Caffari .

“It’s the coolest yacht in the world because it’s very, very fast and because François Gabart set the 24-hour record of 851 miles all on his own.

“And he is very cool himself!

“My first step in these boats was when I was working as a nipper for Mike Golding.

“I had a chance to go sailing on Club Med [Grant Dalton’s 110ft cataraman, winner of The Race round the world in 2000/1] in the Solent.

“It was all a bit beyond me. I didn’t understand what was going on, but I thought that was the coolest boat ever.”

Make sure you check out our full list of Coolest Yachts.

Maxi Trimaran MACIF stats rating:

Top speed: 45 knots LOA: 31m Launched: 2016 Berths: 1 Price: €15m Adrenalin factor: 100%

Dee Caffari

Dee Caffari, 45, is the holder of the record for the first woman to sail non-stop round the world in both directions.

She finished 7th in the 2008/9 Vendée Globe and has raced round the world six times in total, most recently as skipper of Turn the Tide on Plastic in the 2017/8 Volvo Ocean Race .

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The Maxi Yacht Rolex Cup Is a Regatta of Heart-Stopping Challenges

In Bomb Alley, the winds can change in an instant. And then there are the rocks.

By David Schmidt

Sailors call it Bomb Alley for good reason.

This notorious, roughly 15-mile stretch of water separates northeast Sardinia from the Maddalena archipelago and is an important feature of the Maxi Yacht Rolex Cup, which will be held Sept. 5-11. During the strong northwesterly winds that blow from southern France across the northern Mediterranean Sea, this narrow passage has a reputation for unpredictability.

“You can be sailing in five knots, round a corner, and it’s blowing 25 knots,” said Jonathan McKee, a two-time Olympic medalist and a Maxi Cup veteran.

Those lively conditions are caused by the Venturi Effect, in which winds moving through constrained passages increase in velocity and decrease in pressure.

But that is just one of the problems that these huge yachts, with their deep drafts, face. Along with Bomb Alley, there are the rocks.

“The rocks are the nightmare,” said Andrea Caracci, an aeronautical engineer and a highly experienced sailor who is navigating the 100-foot ARCA sgr in the regatta. “It’s a fast boat — we can sail at 12 or 13 knots upwind and 20 knots downwind, so there’s little time to avoid damage.”

McKee called the rocks unnerving: “Because the water is so clear, you can actually see the rocks beneath the keel.”

These obstacles are compounded by the giant boats, which are what the race attracts; hence the name maxi. The regatta, which will be hosted by the Yacht Club Costa Smeralda in Sardinia, is open to yachts 60 feet or longer, with the largest contenders sometimes exceeding 200 feet. This year’s largest competitor is the J Class yacht Topaz, which measures just over 140 feet.

Topaz requires more that 15 feet of draft, or underwater clearance, from the waterline to the bottom of the keel, while other boats, such as the Rambler 88 and the 100-foot Comanche , require 23 feet of water. The boat Caracci requires just over 20 feet.

The regatta features two types of racing: shorter maneuver-intensive races around inflatable markers, which typically take place off Porto Cervo, and the coastal races in which the boats predominantly use the area’s northern islands as natural turning marks. This year, the regatta’s biggest boats and the smaller maxi classes will contest a maximum of five of these competitions while the smaller classes will contest five coastal races or a mix that includes four coastal races and two of the shorter ones.

While all crews need to be sharp for the maneuver-intensive windward-leeward racing, navigators, in particular, need to know exactly where the rocks are on the coastal courses. They will be threading multimillion-dollar needles that weigh tens of thousands of pounds, and that are sometimes traveling at over 20 knots, through rock gardens that might grant only a few feet of keel clearance. Provided, of course, that the navigator perfectly positions the boat relative to the rocks.

While Caracci said that the rocks near the Isolotto Monaci Lighthouse were well known, others were more elusive.

For high-level teams, often with the biggest boats, the deepest keels and the biggest budgets, one tactic involves taking preregatta water-depth measurements at critical turns, adding yacht-specific information to their charts, and sometimes even donning scuba equipment to take a closer look.

“Some of the navigators check the rocks and measure their position and depths,” Caracci said. “The charts say the rocks are in one place, but we check anyway. The risk is too high — there could be big damage to the boat.”

Stu Bannatyne, a four-time winner of the Ocean Race and a Maxi Yacht Rolex Cup veteran, said it was challenging navigation.

“There are gains to be made by cutting between rocks where the charts say you can’t sail,” he said. “Many boats have run aground.”

Caracci has seen this happen on these waters. Twice. “Once was dramatic,” he said. “The boat was 100 meters in front of us, and its keel was one meter deeper than ours. It hit rocks that the charts said shouldn’t be there.”

Navigators also have access to information from their boat’s networked navigation instruments, including water depth, wind speed and direction, compass, and — critically — GPS. “Some [GPS] antennas can show you what the accuracy of the information is,” Caracci said. “There can be a differential based on the number of tracked satellites. If you’ve only got a precision of one meter, you need to stay away from the rocks.”

Another consideration is that the boat’s draft and leeway requirements can change depending on its underwater appendages. Maxi yachts commonly have heavy, torpedolike keel bulbs that are hung from skinny struts to keep the boat from capsizing. On some boats, these keels can be swung from side to side using hydraulic rams to keep the boat sailing flat and fast.

“Sometimes the maximum risk is when you’re heeled over with a canting keel that’s out to the side, so you need to make a calculation,” Caracci said about deciding when it is safe to sail over the rocks.

“When you’re heeled over, the boat might only draw four meters, but you might pass over water that’s only six meters deep. I really hate that.”

Another challenge for navigators, Caracci said, involves working closely with the boat’s senior crew members to make the best decisions. “The tactician always pushes, so the navigator needs to manage their aggressive approach,” he said, adding that racing over dense and sometimes unmarked hazards requires accepting risks that could give a boat an advantage.

While the regatta’s shorter races require rapid and highly choreographed maneuvers, the coastal races — for which the regatta’s organizers have more than 50 courses to choose from, depending on the wind’s strength and direction — are the most complex.

“This is definitely one of the events where local knowledge is tremendously important,” said Peter Holmberg , an Olympic silver medalist and the helmsman of Topaz at this regatta . “Although conditions change every day, there are definitely characteristics that are consistent and reward previous experience.

“Since you’re rounding islands and rocks, and not an anchored buoy in open water, one’s local knowledge and level of risk-taking determines how close they can round that mark and shave valuable distance with an inside track,” he said.

The complexities can be further compounded by the winds. In early September, racers can usually expect either 10- to 15-knot winds, or the stiffer northwesterly breezes — called the mistral winds — which typically hit 18 to 25 knots.

Winning, of course, requires actually finishing the regatta without a race-ending mistake.

“In mistral conditions, getting around the track isn’t trivial,” McKee said, pointing to the necessity of proper seamanship and tightly choreographed crew work, especially in Bomb Alley. “You can go for hours and, at the finish, only have 10 seconds separating the first and second boat. It comes down to the precision of the navigator’s routing.”

An earlier version of this article misstated how heavy the racing yachts are. They weigh tens of thousands of pounds, not tens of thousands of tons.

How we handle corrections

What Is A Maxi Yacht?

Wondering what is a maxi yacht? This type of large sailing vessel is extremely popular in the Whitsunday Islands , which happens to be one of the world’s most breathtaking sailing destinations! So if you’re planning a boat trip through the Whitsundays , you may want to brush up on your knowledge of maxi yachts and consider hopping on one for your exploration of the Coral Sea!

A maxi yacht generally refers to a racing yacht that is over 21 or 22 meters in length (68-71 feet). Though they are often built and designed for racing, many maxis are converted into tour boats after their racing careers. But many maxis have fascinating histories, whether it’s competing in the Sydney to Hobart Yacht Race or taking on global sailing expeditions. 

Because these boats are built with premium materials and engineering processes, they have superior speed and sailing capabilities compared to other catamarans or power boats. A maxi yacht can cost millions of dollars to build and maintain, so you can be sure you’re stepping aboard a top-notch vessel when you hop onto a maxi! 

Maxi Boat Tours In The Whitsundays

If you’re looking for the ultimate sailing experience in the Whitsundays , a maxi yacht boat tour is the way to go. They are some of the fastest boats, meaning you can cover more ground and see more sights in less time. Most maxi tours are 2 nights, with either 2 or 3 days for exploring. So you’ll get to pack in so much sightseeing in the Whitsundays during your tour!

Super maxi yachts are also the most spacious options for boat tours in the Whitsundays. There are often extensive cabins and saloons that allow ample space for relaxing on board. Often carrying groups of around 20-30 passengers, you’ll have a fun, social experience aboard a maxi yacht. 

Check out our top maxi tours here!

Best Super Maxi Yachts in the Whitsundays

Once you’ve decided to board a maxi yacht for your Whitsunday adventure, you may be wondering what are the best super maxi boat tours to choose from. Here is a quick overview of the top maxi yachts where you can have the sailing experience of a lifetime in the beautiful Whitsunday Islands . 

All maxi sailing tours visit the iconic Whitehaven Beach and Hill Inlet Lookout , as well as numerous marine life-rich snorkeling spots . They also include all food throughout the tour, and many are BYO alcohol. 

British Defender

British Defender is one of the most incredible maxis in the Whitsundays! At 77 feet long, this sturdy and spacious vessel was built in 1989 and has sailed all over the world. There are 3 bathrooms on board, each with a hot shower, as well as single and double bunks that can fit a total of 28 guests. 

As you sail to Whitehaven Beach and numerous excellent snorkeling spots over 2 day and 2 nights, passengers can get involved and help the crew with sailing! British Defender is also the only maxi in the Whitsundays with air-conditioning! If you’re visiting Tropical North Queensland during the hot summer months, you’ll definitely want that air-con so you can eat, sleep, and relax in comfort. 

British Defender is also available for private charter!

This 3-day, 2-night maxi tour is another one of the top sailing tours. Apollo has an extensive and successful racing history! This boat has won every major race on the east coast of Australia and is now one of the most comfortable tour boats in the Whitsundays. 

On your tour with Apollo, you’ll visit gorgeous local spots like Stonehaven Bay, Nara Inlet, Langford Reef, and of course, Whitehaven Beach . Apollo also offers the perfect balance of fun and relaxation. This 75-foot-long maxi has space for 26 guests, so you can make new friends but it’s not a party boat so you’ll be able to enjoy some serenity on your tour as well. After being fully refitted in 2022, Apollo is running better than ever!

Apollo is also available for private charter!

Siska offers a 2-day, 1-night tour that is the perfect social experience for young people ages 18-35. With only 24 guests on board, you’ll be able to make new friends without feeling too crowded on this luxurious maxi yacht. 

There is a spacious saloon with two dining tables, and an extensive awning that will provide some shady relaxation spots when anchored. Because Siska only runs for 2 days and 1 night, it’s a great overnight maxi tour for those who are short on time. But if you have at least 2 nights to spare exploring the Whitsundays, British Defender or Apollo are the ideal options!

Siska is also available for private charter!

Live chat with our travel experts or call us at +61 7 4914 2425 if you have any questions about planning your Whitsunday sailing trip!

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Maxi Yachts

In this Section on Maxi Yachts, you can find general  information relating to specific models that Maxi have produced over the years.  Much of this has come from our members whose boats span virtually the whole range of Maxi’s ever produced.  Models include 33, 34, 77, 85, 95, 100, 130 ketch, 340, 909, 999, 1000, 1050, 1100, 1200, 38+ We spotted this very smart Maxi 68 sailing on the River Stour, just off Harwich. Additional reference information on many Maxi’s can be found on www.maxisidorna.com

Maxi 1300 mainsail for sale

Maxi 1300 fully battened mainsail. Radial construction. Top quality Dimension DCXI laminate. Sail was made new in 2017 but the rig was changed in 2019 to in-mast furling. So it had two seasons of light use and is first class. Have priced low because it would be a shame and a waste for it not to find a new home. Full inspection possible (KT23 – Surrey or elsewhere by arrangement). Contact Mike 07917 798940  

Spec for sail

Replacing a Sail-drive Gaiter

Replacement of the sail-drive gaiter is a recurring task for Maxi owners and one that is costly through a yard. Malcolm (Denny) Denham has done it himself on his Maxi 1100 and has kindly shared with the group his experience. The pdf file below includes the lessons learned and has pictures through the procedure while the Excel file includes materials used and time taken.

https://maxiowners.net/wp-content/uploads/2022/04/Saildrive-diaphragm-replacement.pdf

https://maxiowners.net/wp-content/uploads/2022/04/Saildrive-diaphragm-change.xlsx

Many thanks Denny for sharing with the group.

Maxi 1000 wanted!

We have been contacted by Jon Akehurst who is interested in buying a Maxi 1000 – great choice but I may be biased owning a Maxi 1000 myself!

If any members are interested in selling their Maxi 1000, please contact Jon at [email protected]

Julian Trimming

Replacement hatches and Windows

Spotted on the internet by Jim Turner is this supplier of replacement hatches and windows for certain Maxis which may be of interest. Models covered are Maxi 68, 84, 87, 77, 95, 909/999 and Maxi Fenix.

Contact details for Plexifix:

http://www.plexifix.dk/MAXI-68-84-87.htm

For sale: Selden Mast plus Mainsail for Maxi 1300

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8 Yacht Clubs and Marinas in the Philippines to Moor Your Boat In

FoodfindsAsia.com | 8 Yacht Clubs and Marinas in the Philippines to Moor Your Boat In | Filipinos’ history as a maritime people date back to prehistoric times. In fact, the Philippines’ basic sociopolitical unit today, the barangay, traces its etymological origins to the balangay , the ancient outrigger boats that were used by precolonial Filipino communities to explore and conquer islands this side of the Pacific. As a people belonging to a seafaring culture, it’s no wonder that modern Filipinos are taking a retrospective look at their glorious past as Austronesian mariners and are developing a renewed love for the ocean and marinas as present-day yachtsmen.

Today, Philippine marinas look to accommodate more and more yachts and other pleasure watercrafts as the years go by. In 2017, an ASEAN Briefing op-ed piece named the Philippines as a country with high potential in yacht industry growth. The natural beauty of the Philippine islands and its fantastic bays, combined with a growing interest in leisurely sea travel, can explain the spike in yachting activities throughout the country.

Are you part of the demographic that’s become enamored of the yachting lifestyle? Do you want to know where in the country you can berth your watercraft? Leading sailboat and motorboat authority Europa Yachts is happy to enter the conversation, and recommends the following locations for discovering the Philippines through yachting. Here is a short list of clubs and marinas in the country, organized by island region.  

Manila Yacht Club and Marina, Manila, Metro Manila

Established in 1927, the Manila Yacht Club and Marina is one of the oldest yacht clubs in all of Asia, and is nestled in the scenic Manila Bay. It is also near other well-known landmarks in the city, such as the Cultural Center of the Philippines (CCP), the headquarters of the Philippine Navy, and the US Embassy. Facilities in the marina include a launching ramp and a fueling center, and the club itself is host to a restaurant and gorgeous function rooms. The Manila Yacht Club only welcomes visitors who arrive by boat, and it charges an initial security deposit of USD 750 upon arrival. Club membership is mandatory for medium and long-term mooring of boats.

Subic Bay Yacht Club, Zambales

The Subic Bay Yacht Club, which was founded in 1998, upholds itself as the country’s premier yacht club. It operates in the deepest bay in the country, and can host vessels well beyond 50 meters in length. Already benefitting from the innate beauty of the Zambales mountains surrounding it, the club hosts a number of other attractions, including its luxury accommodations, swimming pools, and its own movie theater, bowling alley, and nightclub. Those who venture outside of the club’s premises can also shop for well-priced imported goods at the Subic Freeport Zone, engage in water sports , or sign up for diving excursions.

Punta Fuego Yacht Club, Batangas

Peaceful Punta Fuego is a mecca for those who love the sport of sailing. As per its official website, the Punta Fuego Yacht Club aims to serve “a dynamic and vibrant community of boat enthusiasts and yacht owners.” This it does by playing host to a diverse population of watercrafts, from large catamarans and mono-hull yachts to small boats. Non-members of the club may use the berths for up to 3 weeks, and can refuel at the marina’s fueling station. The yacht club offers other amenities such as locker rooms, shower rooms, Internet facilities, a chart room, and a restaurant called Barracuda Bar, which serves delicious fares. Outside of the yachting crowd, Punta Fuego Yacht Club also caters to those wishing to celebrate weddings, conferences, and corporate events in their opulent quarters.

Puerto Galera Yacht Club, Oriental Mindoro

Further south, yachtsmen may moor at the Puerto Galera Yacht Club in Oriental Mindoro, an island location that’s home to tourist attractions like the Sabang Wreck dive site, lively beachfront resorts, and the Malasimbo Music Festival. Puerto Galera Yacht Club has been in operation for almost thirty years and lends services such as refueling provisions and yacht repairs from its marina. Boat owners also enjoy optimal convenience if mooring here, as they can also shop for spare parts in the nearby Batangas port.

Busuanga Yacht Club, Puerta del Sol Bay Marina, Palawan

Beautiful Palawan is a bucket-list destination for many, especially those who dream of cruising its crystalline waters. Accommodating the yachting community in this island province is the Busuanga Yacht Club, which promises secure mooring amidst breathtaking white-sand beaches. Here, each vessel will benefit from a typhoon-safe harbor, easy refueling, and direct access to transportation hubs like the New Busuanga Airport. Adjoining this marina is the Puerta del Sol Bay Resort, which offers luxurious accommodations to visitors. When not atop the deck of a boat, travelers can also explore the lagoons and freshwater lakes of Coron, go shipwreck diving, or relax in the hot springs of Maquinit.

Iloilo Sailing Club, Arevelo, Iloilo City, Iloilo

Iloilo Province is home to some of the country’s most beautiful old-world architecture, a flourishing ecotourism industry, and delectably fresh seafood cuisine. What will round off an unforgettable visit to Iloilo, however, is an excursion to the Iloilo Sailing Club on a leisure watercraft. The club accepts visitors and encourages membership in the case of medium and long-stay mooring. It also hosts a number of amenities and activities, including a dinghy storage, a beach bar and restaurant, and classes for those who want to learn about sailing. In recent months, the Iloilo Sailing Club has also been a convenient meet-up point for big maritime events, such as the Iloilo-Guimaras Paraw Regatta and the Seafarers’ Job Fair.

Cebu Yacht Club, Mactan Island, Cebu

The historic Mactan Island in Cebu was the site of Portuguese explorer Ferdinand Magellan’s arrival in the Philippines. Now known as a commercial hub that hosts a prolific furniture and musical instruments industries, Mactan is also the location of the Cebu Yacht Club, an institution that is beloved by the locals. Aside from being an ideal spot to restock on much-needed fuel and supplies, the Cebu Yacht Club is also a trusted club to commission for boat repairs. There’s a good vibe in this club for everybody, as it sports both luxury accommodations and a waterfront strip of restaurants that laid-back diners can frequent. MINDANAO

Holiday Oceanview Marina, Samal Island, Davao del Norte

The Holiday Oceanview Marina is a major attraction of Samal Island in Davao del Norte Province, one that welcomes Filipino and foreign yachtsmen alike to moor within its premises. The space is quite roomy, in fact, with 56 berths that can fit vessels up to 15 meters in length. The club also has a boat ramp that can accommodate boats up to 18 meters in length. The well-guarded and weather-safe marina is a gateway to some of Mindanao’s finest attractions, such as the Pearl Farm, Hagimit Falls, and Giant Clam Sanctuary.  

There’s no better way to discover the Philippines from end to end than getting onboard a seaworthy vessel and going on a long cruise, with stops in some of the most beautiful places in the country. Find a safe harbor in any of these major clubs and marinas, and participate in the renaissance of sailing in the Philippines.

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• Length 8.67 m

• Length 10.53 m

When planning to buy a yacht in Moscow , pay attention to the offers of 2yachts - we hope you will find a suitable option among current and profitable ads from direct sellers.

Sights of the Russian capital

On the territory of the largest city in Europe with a 9-century history, there are many interesting places and objects. Some of the best attractions of modern Moscow are:

• The Kremlin and Red Square, with which it is worth starting to get acquainted with the city;
• Arbat - the main tourist artery of Moscow;
• The business center of the city with skyscrapers is Moscow City with viewing platforms, including a 360-degree circular view of the capital;
• The Bolshoi Theater is one of the most significant in Russia and the world;
• Tretyakov Gallery with the world's largest collection of Russian painting;
• Ostankino TV Tower, the country's main television tower 540 m high with 2 viewing platforms - open type and glazed at different levels;
• St. Basil's Cathedral (Cathedral of the Protection of the Holy Virgin);
• The historical district of the capital is Kitay Gorod.

It is also worth visiting the river berths, beaches (in Rublevo, Strogino and Serebryany Bor) of the Moscow River, Kolomenskoye Museum-Reserve, Moskarium Oceanography Center, Novodevichy Convent, Moscow Planetarium, Darwin Museum, Zaryadye Natural Landscape Park and Exhibition of Achievements of National Economy (VDNH).

The best restaurants in Moscow: Pushkin, Balzi rossi, Wine & Crab, Osteria della Piazza Bianca, White Rabbit, Björn, Northerners, Beluga, Lavkalavka and others.

Yachting in Moscow

You can leave your yacht parked in Moscow at the pier of one of the many yacht clubs on the banks of the Moscow River and the Khimki Reservoir - for example, on the territory of the Yacht Port “Estate Port” with 36 berths for vessels up to 15 m long or in CHALET RIVER CLUB yacht club on the border with the Moscow region with 57 berths for vessels up to 17 m long and with a draft of up to 1.7 m. If you are interested in selling yachts in Moscow , we recommend that you use the services of one of the trusted yacht brokers in the region, for example - PRESTIGE YACHTS, ULTRABOATS, IY C or WEST NAUTICAL.

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