64 foot sailing yacht

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Viking Yachts 64 Review

• By Peter Frederiksen
• January 7, 2022

Seventy 62-foot convertibles have been delivered by Viking—six of them were used as part of the company’s demo program on the national and international stage. The popular model was highly regarded for both speed and performance. They were well-equipped and raised fish, but replacing a winner is never easy. In the past two decades, Viking has designed and delivered 550 boats from 60 to 70 feet, and there is no doubt it owns this segment of the production boating market. The new 64 is true to form, and it refuses to live in any other’s shadow.

Watch: The Marlin team explores the fishery of the Andaman Sea off Myanmar in this episode of Bluewater Chronicles .

Viking’s mantra is to build a better boat every day —a philosophy fostered by co-founders Bill and Bob Healey. These days, the second and third generation of Healeys are taking the reins, and the commitment remains as steadfast and relentless as ever as the company’s shipwrights navigate into their 58th year of building state-of-the-art tournament contenders.

The cockpit is ground zero for tournament fishing. With 180 square feet of usable space, every inch has purpose. A pressurized 90-gallon transom livewell keeps bait ready for action, and the mezzanine conceals a freezer, chiller box, and tackle and gear storage. A portside step can be outfitted to stockpile ice or utilize an electric grill. The flybridge overhang delivers spray and sun protection, and air conditioning provides a cool breeze on those breathless tropical days. Centerline finds a watertight lazarette, with an optional power actuator to access the Seakeeper 26 gyrostabilizer. Corner scuppers drain water quickly, and can also be plumbed if you choose to fish with removable livewells. Fixtures for raw and fresh water as well as quick-disconnect fittings for oil changes and filling the water tank are located beneath the coaming boards, along with both 12- and 24-volt outlets and portside and starboard-side storage lockers.

Engine Room

The Snow White Awlgrip-finished engine room is a uniform work of art. Entered through the mezzanine, headroom on the centerline is more than 6 feet, with a solid 26½ inches between the irons. A pair of 21.5 kW Onan gensets are situated aft of the engines for those who prefer redundancy, and the twin setup is flawless.

The aft bulkhead is lined with DC and Octoplex distribution panels, Mastervolt battery chargers and Dometic refrigeration. The oil-transfer system for the engines, transmissions, generators, bilge pumps and various seacocks are labeled in typical Viking fashion, and all hoses and wire-runs throughout the machinery space are chafe-protected, neat and secure. Forward finds a toolbox, AC units, and the Furuno Omni sonar tube. Movement outboard is virtually effortless, and the equipment is lined up in military precision. To port is the main switch for the Side-Power DC bow thruster controls and the ElectroSea Clearline growth-prevention system; to starboard, the Dometic-Spot Zero watermaker combo, Willy Vac and Headhunter freshwater pump are easily accessible. A Delta-T ventilation and ­water-suppression system supplies the engine room with clean, ambient airflow.

The sheer volume of the 64’s wide beam invites an uncluttered view forward—accented with satin-finished horizontal grain walnut that adds dimension throughout the interior. An electrical panel at eye level provides convenient access to the ship’s systems, and an adjacent 50-inch high-definition television rises from the cabinetry opposite the L-shaped sofa that hides significant storage inside.

A dinette is situated to port, and the raised base conceals another one of the yacht’s storage areas. The peninsula-style galley and bar feature engineered-stone counters and a pair of stools. Top-notch appliances, ample storage and premium vinyl Amtico flooring are among the standard highlights; an island galley option is available for those who prefer it.

Below, the four-stateroom, three-head layout provides the same striking walnut joinery, comfort and privacy, including a walk-around bed in the master, a choice of forward stateroom accommodations, and even more storage. A companionway laundry center adds to the 64’s numerous amenities.

Viking’s popular center-console helm station ramps up style and practicalities with a newly designed black acrylic helm dash featuring three flush-mounted Seatronx touchscreen displays. The angle of the dash brings the screens closer to the ­skipper to shorten the reach, and the entire console has been raised for better access to the radio boxes that flank the teak helm pod. Two boxes in the fiberglass hardtop house additional electronics and displays, as well as a set of teaser reels. The controller for the Omni sonar stows beneath the helm and includes a remote for the operator.

Three Release Marine Trillion helm chairs provide comfort for those long offshore jaunts, with convenient fore and aft drink boxes. Port and starboard benches provide storage, while the forward lounge sits on top of a 76-gallon freezer—another nod to the boat’s long-range travel capability.

Read Next: Meet Viking president and CEO Pat Healey in our exclusive interview .

Performance and Construction

Off the coast of Palm Beach, Florida, with Capt. Ryan Higgins—Viking’s Southeast sales manager and 15-year demo veteran—at the wheel, the 64-footer ripped into a two-way average top speed of 42 knots burning 200 gph with a near-full load of fuel. In a 2- to 3-foot sea and 10- to 12-knot northeast breeze, the boat was smooth and chatter-free; the wake was crisp and well-defined. Viking’s design manager, David Wilson, explains some of the details of this new hull’s running surface: “The refinements include the chine angle of attack and a softer radius transitioning from the deadrise to the chine. We also slightly lowered the strakes in the bow for increased spray-deflection. Moving aft, the chines widen, and together with the strakes, they provide excellent lift. We also changed the shaft angle and the propeller-pocket diameter, length and entry for better water flow to the props, and to minimize draft.”

As I took the helm, the tie-bar-free SeaStar Optimus steering connected me instinctively to every maneuver I made. Slipping along at 1,800 rpm, we were making 29 knots using 122 gallons of fuel for a range of 403 nautical miles, while a brisk 35 knots at 2,100 rpm burned 156 gph for a range of 385 nm.

The new Viking 64 utilizes the builder’s proprietary manufacturing processes, including a vinylester resin-infused fiberglass hull with composite coring ­material throughout, structural composite bulkheads and integrated, resin-infused tankage. Vertically unified from design to delivery, 90 percent of what goes into building a Viking 64 is manufactured at its facility in New Gretna, New Jersey, and the company subsidiaries—Atlantic Marine Electronics and Palm Beach Towers—help produce a turnkey product for a seamless build experience.

As Viking continues its head-down, nose-to-the-grindstone approach to the ever-evolving boating market, we are sure to see replacement models take hold. After all, as Abraham Lincoln once said: “The most reliable way to predict the future is to create it.”

Viking Yachts 64 Specs

• Beam: 18’11”
• Draft: 5’7″
• Displ: 99,738 lb.
• Fuel: 1,850 gal. (std.), 2,201
• Water: 302 gal.
• Power: Twin MTU 12V 2000 M96X, 2,002 mhp
• Gear/Ratio: ZF 3050A, 2.259:1
• Propellers: Veem, 5-blade
• Climate Control: Dometic

This article originally appeared in the February 2022 print issue of Marlin.

• More: Boat Reviews , Boats , February 2022 , Viking Yacht Company

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A sunrise at sea. The soft clicking as you sheet in the jenny. The kite is up, you bear away, ease the sheet, and feel the boat’s acceleration. Pure bliss. Sailors live for moments like these. And at Jeanneau, we live to make them happen. We combine superior functionality and innovation with proven designs.

Smart features with a down-to-earth-approach. Outstanding performance, safety, and cruising comfort – a Jeanneau will give you everything you need and nothing you don’t, so you can enjoy what really matters: the pure experience of sailing.

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64′ Expedition Sailing Yacht

Heyman Yachts

Nothing ordinary

Beyond the Horizon

This is one of the most interesting yachts I know: She is unusually comfortable at sea, in any climate. She is one of the safest pleasure yachts of her size, designed to be as simple and reliable as possible. And she sails just fine, despite not having a ‘proper’ deep keel.

64′ Expedition yacht, waiting at the dock

An unusually well-protected cockpit

Access to deck via a door

An unusual set of properties like these obviously do not happen by themselves. In the case of the ATOA, they are in part the result of some extremely careful planning and engineering. But, to some extent they are also the result of coincidence. How did this happen?

The Atoa 64 was conceived as a competent expedition yacht – ATOA refers to Arctic to Antarctic. With a visit to the Amazon river on the way so we could perhaps have called her Atoama . The requirements were very specific:

Design Parameters

• A fast passagemaker, at least 8 knots average offshore under engine or sail – off the wind or to windward!
• Draft limited to 1,60 m and able to dry out, self-supported, in tidal waters.
• Protected propeller, good for all sorts of conditions
• Completely self-reliant.
• Foolproof keel , rudder and rig . As long as the keel, rudder and rig stays on a boat, the boat will usually be fine
• Immensely strong construction, capable of handling any weather without damage and able to go through thin ice.
• A double-ended stern was desirable, if it did not detract from the basic qualities
• A walk-in engine room, possible to do maintenance and repairs on site
• A completely enclosed pilot house from which the yacht could be handled for long periods in adverse weather.
• Cockpit as sheltered as ever possible.
• Easily handled by one or two persons
• Three cabins, one of which could be used as a crew cabin, with en-suite layout

During the project phase, all sorts of different concepts were evaluated. Our client suggested twin keels – these were ruled out for their inherently lacklustre performance. A ballasted swing keel was deemed too vulnerable, and handling it was thought too sensitive. A lifting keel was regarded not fit for the south Atlantic. Even an ordinary fixed fin keel was ruled out as being, on one hand, too deep for inland waters, and on the other hand too vulnerable for ice or grounding.

Same with a spade rudder; for an expedition yacht such a rudder would be too sensitive and would not offer any realistic back-up solution in the event of a failure.

Please note that all these concepts are fine for almost any boat and we use most of them all the time. Only, this particular yacht was supposed to be able to be fine and safe in the most remote parts of the world, on her own, and under any conditions. 

Efficiency to windward

Shoal draft keel, protected balanded rudder, daggerboards

Finally, a somewhat unique concept grew on the drawing board:  The boat would be built with a long, very shallow keel, extending all the way aft to protect the propeller and support the rudder. This would be the backbone of the yacht and allow a reasonable position for approx. 12 tons of lead ballast. 

The rudder would of course be balanced in order not to strain the helm or autopilot too much. It would be at the same time be fully supported by the keel with a lower bearing, and fully protected by the same keel. This also meant that the controllable pitch propeller would be fully protected, and the propeller would be very close to the rudder for superior handling in port.

On the outside of the engine room each side, through the side decks, there would be asymmetric daggerboards. These would provide a lift to windward equivalent to a modern fin-keel yacht with 2,8 m draft. If one of the daggerboards got damaged in the Antarctic, the yacht would still be able to keep sailing. She would lose that last edge to windward, but that would be all.

Add stability

Bunker diesel to windward, daggeboard down to leeward

Outside of the dagger boards, towards the hull sides and under the side decks, this would leave an empty space each side. Unless we put ballast tanks there. But the boat wouldn’t be happy in freezing conditions with freezing water ballast, no matter if it was fresh or salt, so we decided to use this space for spare diesel bunker tanks. 2000 litres, to be half in each tank, or all on the windward side during a passage.

Again, with the combined stability gained by the filled windward tank together with the lead keel, this would provide the equivalent kind of righting moment that one would expect from a modern fin-keel yacht with 2,8 m draft. Voilà!

If the spare diesel had to be used she would lose some 10% of her sail-carrying ability but apart from this slight loss of performance, her safety or comfort would not be compromised.  So, essentially, we were creating a totally safe yacht with 1,6 m draft that would behave like it had a modern cruiser-racer fin keel 2,8 m deep. 

As dry as possible 

Maybe the real beauty of this concept is the ability to dry out. The dagger boards serve as perfect legs. And the yacht would in such case rest on its keel bottom, not on the hull itself. In  contrast, drying out with a lifting-keel boat could be a nightmare if you discover that the hull plating is sitting on a boulder. With the thick sole of this long ballast keel resting onto the sea bed, one will still be safe.  T aking all aspects in account, we knew this design was as safe and amphibious and fast and simple we could come up with for a 40-ton, world cruising 64-foot sailing yacht. 

It never turns out the way you expect 

The ATOA was built beautifully in Enkhuizen, Holland. During the build, however, a decision was made not to build the daggerboards. We were very concerned, fearing that she would become a mediocre ‘motorsailer’ kind of yacht.

The 64′ as she turned out, with bunker ballast tanks

As it happened, the test sails with ATOA proved us all wrong.

In blustery, freezing conditions on the Ijselmeer she reached out of Enkhuizen at good speed, 9,4 knots, under reefed main and 106% jib. This was all expected, because even if she is on the medium to heavy displacement side of the scale, she is a slippery boat with a long waterline and a very fine entry.  She was easy on the helm and felt nimble to handle. Everybody perched in the forward sheltered part of the cockpit or inside the pilot house. 

As we headed up close-hauled, the speed dropped to 8,2 – 8,5 knots.The yacht made approx. 98 degrees between the tacks, counting leeway. Thus, she wasn’t very close winded, but she compensated more than well in speed. We didn’t even try to sheet harder and head up more – she had the potential, but speed seemed to be ATOA’s thing more than close-windedness.

Still, looking at the polar, with such speeds ATOA’s ability to windward would definitely take her anywhere, with panache.

64′ close-hauled at 8,3 knots

64′ Expedition Yacht, easily driven hull

The wind was a steady 24 knots, occasionally topping 28. Still with a reef in the main, we hoisted the mizzen. The speed  increased by perhaps two tenths, she needed a little more helm and if the mizzen was sheeted hard the pressure on the wheel increased but still not enough to make steering heavy. 

A little later, the diesel ballast was tested. It took around 4 minutes to pump the 2000 litres to windward, during which she righted herself from 18 to 14 degrees. She certainly felt powerful bearing away, again increasing to 10 knots, with little heel.

General Arrangement

The pilot house and the cockpit are closely connected, via a low staircase and big windows. The forward part of the cockpit is well protected under the overhanging roof and there is a huge dining space in the open or under the fixed bimini. Inside the pilot house are two sofas, with a coffee table and side tables. Visibility is excellent and under engine the yacht can be handled with ease from here.

Well protected cockpit for cold and wet conditions

64′ Pilot House with proper pilot chair

Down the staircase forward, the emphasis is very clearly on the generous living room with its four areas – kitchen, dining, a lounging area and navigation. Forward is the owner’s cabin and bathroom. Facing aft, under the pilot house and between two watertight bulkheads, is the engine room which houses all major installations. There is good floor space and access to all installations and 1,57 m standing headroom.

64′ Galley, aft to port side

64′ dining, forward to port

64′ office, starboard aft

64′ entrance to engine room from navigation / office

64′ full width engine room

Down a staircase aft from the pilot house are two smaller cabins, one en-suite guest double and a guest twin cabin. This makes use of the third bathroom which also serves as the yacht’s daytime w.c.

Forward and aft, accessible from deck, are two walk-in stow rooms.

Understanding a fast shoal-draft full keel yacht

The ATOA’s performance on the wind was unexpected and of course tickled our curiosity. Somewhat later we had the opportunity to discuss our experience with Professor Lars Larsson at Chalmers University of Technology, in Göteborg, Sweden, and later to start a study on shoal draft keel concepts. The study was conducted by Andre Sauer under Professor Larsson and Michal Orych, comparing a thoroughly modern cruiser / racer with a deep keel and the same boat with a very shallow keel. 

The two keel concepts were tested on two different hulls, one 20m long, one 10m. This time, the keel was given a slightly more sophisticated shape, with a bulb gradually turning into an beaver tail kind of end-plate back at the rudder.

The results, in short, are that the boat with the shallow keel still sails rather well. Even to windward.

Study of deep fin vs. shoal, full keel

As expected, the shoal-draft VMG (windward ability) is certainly inferior to the deep-draft boat.  Still, I am not convinced that such extremely shoal draft would work as well for any boat: Our hypothesis is that it only works well for relatively large and slippery yachts. That the efficiency of this inefficient keel is very speed-dependent. There is room for further research on this.

I am not advocating anything here. Personally, I have a very soft spot for fast and responsive boats. On the other hand, giving away half a knot may perhaps be acceptable if you are going at around 8 or 9 knots anyway – especially taking into account the way most boats are used, very shoal draft keels could perhaps be a serious option for some.  There are lovely cruising grounds with limited water… being able to enter more or less any harbour may be worth a lot more than losing that half knot.

It is interesting to contemplate this as you take a look at the market: More or less every boat has a kind of deep draft fin keel – be it fixed, lifting or swinging. If you set out to search the Internet for data on a thousand different sailing boats, chances are that you will not find a single one equipped with a fixed keel of such shoal draft that there is almost no keel there at all. Still, I think the ATOA shows that this may be a sensible option.

You can read more about the shoal-draft research here

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The Absolute 64 FLY exudes an elegance and harmony throughout its majestic structure, while the propulsion system ensures top-level performance and total control.

Synonymous with tradition and innovation, the 64 FLY merges Italian artisanal know-how with a modern and attractive design. Her high quality offers an immersive and complete onboard experience.

The flybridge has comfortable sofas, large sun loungers (also present in the bow lounge area), outdoor galley, and a panoramic terrace for relaxation with a view. The helm station has a double seating position and offers total control of the boat in all circumstances.

Be amazed by the immense space on the main deck, furnished in extreme comfort, and absolute livability. Entering the salon, you will find two elegant sofas, a comfortable armchair, a fully-equipped galley, and a large dining table surrounded by a third sofa. The amenities on the 64 FLY are truly equivalent to a home at sea.

The helm station has a side door to facilitate mooring operations, ensuring direct access to the walkway.

Below deck, you find lots of light, space, and high-quality appointments—all of which are the basis of Absolute’s brand—to offer your guests an Absolute navigation experience.

The master cabin is located midship, and the VIP cabin at the bow. Both staterooms have a cozy design, high-quality materials, large windows on both sides, comfortable en-suite heads, spacious closets, and various spaces for storing your luggage.

Finally, the two double cabins have closets, dressers, and comfortable access to their heads.

A trip aboard 64 FLY.

Take the virtual tour from your laptop, tablet, or smartphone. Explore her spaces and experience the uniqueness of an Absolute yacht.

To continually improve its models, Absolute reserves the discretion to produce on its own boats all the suitable variations, also in waiver of the specifications contained in catalogues, price lists, technical files, internet websites, advertising, newspaper articles and in every other publication, without any prior notice: even if Absolute tries, its best to update the informative documentation, every type of quoted publication can not be considered a certain and updated source of the current executive specifications. Absolute boats are offered to the world market and for this reason they can be equipped with standard and optional equipment, different from Country to Country. The brands and the models of the appliances, audiovisuals, electro-mechanical, hydraulic, electronic, sanitary ware, thermo-technical devices, etc.. presented in catalogues, price lists, technical files, internet websites, advertising, newspaper articles, boat shows, visible on board of demonstrative boats, are n... Read more»

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6000 Sport Yacht Platinum Edition

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Our Riviera 64 Sports Motor Yacht is in a league of its own, offering signature sports looks, sports performance and a sporting cockpit, renowned Riviera luxury appointments and superior offshore, extended capability. This blue-water yacht has it all. A smooth and quiet ride at speed redefines the class and exceeds expectations.

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Sporting Cockpit

Large and ready for play, this water sports action space features a large swim platform, twin transom flush opening doors and self-draining deck. Featuring cockpit lockers, insulated storage bins and integrated toe-kicks for added comfort.

Entertainers Cockpit

Wet bar with grill/plate electric BBQ with LED lighting, rubbish bin, top-loading refrigerator/freezer and icemaker all hidden from view and protected from the elements with moulded lids and integrated handrails.

Live bait tank in lieu of transom lounge. Viewing window, lighting and pump facilities. Superior fishing experience.

Appealing Alfresco

Spacious and beautifully appointed. Teak-laid flooring and steps, built-in bar with icemaker and comfortable lounges that both convert into large daybeds. With integrated storage, folding teak table, 2 folding chairs and a TV entertainment system make entertaining a breeze.

Foredeck Access Made Easy

Wide side decks and raised deck coaming. Non-skid surfaces with soft-blue LED courtesy lights and thoughtfully placed stainless steel handrails allow comfortable movement around the entire yacht.

Foredeck Versatility

The illuminated foredeck with comfy sunlounge and adjustable backrest converts to a beautiful relaxation or entertaining zone. Also incorporates handy storage lockers.

Anchoring Station

The through-bow anchoring station on the foredeck assures anchoring crew safety. Stainless steel Ultra anchor with winch make anchoring effortless plus convenient in-built fender lockers and high-pressure anchor washdown system.

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Flybridge Access

A statement in style. Ascend a grand internal staircase complete with deep floating, polished walnut treads from the saloon. Incorporates a flush-mounted weatherproof privacy hatch over the access stairs.

Commanding Position

Located to port with cutting-edge technology on the dash and fingertip navigation controls at your side including twin fully adjustable helm chairs. Includes monitoring cameras to the bow and engine room. Effortless and easy, a rewarding experience.

Enclosed Flybridge

Immersive, light-filled, quiet and a beautifully appointed space featuring air-conditioning and a designer L-lounge that converts to a double bed with matching ottoman coffee table. Includes opening sunroof with sliding blinds and flyscreen.

Flybridge Rear Deck

Flowing seamlessly to the generous rear deck with a L-shape lounge and a folding teak table. Entertaining made easy with a premium wet bar including sink, fridge and storage cabinet. There is a conveniently located hatch with integrated ladder to access the hardtop.

Confident Movement

Throughout you will notice overhead grab rails and handrails thoughtfully positioned for sure-footed movement when the yacht is underway.

Aft Flybridge Helm

Including an aft docking joystick and integrated awning, the aft flybridge helm has excellent protection and visibility for docking or sport fishing. The aft helm can also be optioned with a docking and fishing helm station.

Aft Gourmet Galley

Superbly located in the heart of the saloon and alfresco, the beautifully designed modern galley features premium appliances, solid surface benchtops and extensive storage. This gourmet galley will delight.

Spectacular Saloon

Welcoming and relaxing. Unwind and discover the fine leather dining lounge and cosy L-shaped lounge with ottoman with built-in storage complemented by a polished folding table. A surround-sound entertainment system will delight.

Side Deck Door

Opens out and remains flush to allow fore or aft side-deck access. Offers quick easy access for mooring lines and fenders, side and foredeck. Great way to fill saloon with fresh air. Located saloon portside.

Celebrate In Style

Beneath the staircase to the flybridge, the beautiful fine handcrafted cabinetry incorporates two fridge drawers, dedicated bottle storage with built-in lockers to keep glassware and bottles secure. Complemented by a solid-surface cocktail mixing bench space.

Flexibility Meets Luxury

Enjoy the flexibility offered by a master stateroom, three additional guest staterooms and three designer bathrooms. All enjoy large hull windows with integrated opening portholes and privacy blinds.

Stately Master

Pure luxury, the master stateroom features beautiful fabric selections and handcrafted timber cabinetry complemented with an elegant chaise with in-built storage to complete the luxe style. Even a safe for your valuables.

Guest Retreats

Style and comfort are not sacrificed. Forward VIP guest stateroom with walk-around queen bed, private ensuite and entertainment system. Port guest stateroom with two-way bathroom and third starboard stateroom.

Ensuite Elegance

Three spacious ensuites. Beautiful appointments like designer vanities, solid surface benchtops and floors plus frameless full-sized showers highlight the contemporary clean and luxurious feel.

Utility/Crew Cabin

Opportunity to match your needs. Features a utility room with premium washer and dryer plus spacious storage area including large benchtop or opt for a crew cabin with one adult-sized Pullman-style bed and private adjacent day head.

Technology & Performance

Blue-water heritage.

Designed to deliver a smooth, soft, dry ride in Australia’s often challenging offshore conditions. Incorporating new lightweight, immensely strong construction materials to minimise overall weight and deliver improved performance.

Engineering Excellence

The gleaming white flow-coated engine room has acoustic and thermal insulation, LED lighting, mist-eliminating fan system, double hose clamped ball valves for all through hull fittings and independent compartments throughout that are foam filled, for added strength and noise dampening.

Performance

The capability for extended cruising with ease. Shaft-driven with power provided by famously reliable twin MAN V8 engines with V-Drive and quickshift gearboxes. Incredibly smooth and quiet performance. Optional twin MAN V12 available.

Joystick Control

Makes docking a yacht of this calibre a breeze. Effortless, manoeuvring accuracy from the EJS joystick located at the forward and aft helms and in the cockpit.

Confident Connectivity

Simple to use intelligent power management system. Fully integrated CZone digital switching network provides ultimate control of all onboard electrical systems.

Siren Marine App

Remote systems monitoring and control via the Siren Marine App is inclusive with every new Riviera motor yacht.

Entertainment Now

Party. Entertain or just relaxing. Large LED TVs, surround-sound speaker systems, iPod interfaces and more. Multi entertainment areas - flybridge, saloon, alfresco and cockpit.

Smart Lighting

Throughout the yacht LED lighting is utilised. LED lighting has a safe, solid-state construction and offers a long service life, energy efficiency and dimming capability.

Service Access

A large entry hatch making servicing simple and efficient. Featuring fan-forced ventilation with mist eliminators, dedicated MAN readout panels, easy battery access and comes gyro ready as standard for the option of selecting a gyro stabiliser for improved smoothness at sea.

Maintenance-Free Batteries

The lithium-ion house, auxiliary and starting batteries are all lighter weight, maintenance free - delivering faster charging, reliable, high currents on demand and an extended service life.

2 Year Express Limited Warranty

Riviera has further elevated the company’s industry-leading support for Riviera owners with the extended 2 year Express limited warranty which covers all non-structural components. Please refer to your Riviera dealer for full terms and conditions.

5 Year MAN Limited Warranty

Riviera motor yachts powered by MAN engines enjoy the MAN Gold Standard Premium cover for five-years or up to 2,500 hours, whichever comes first mechanical limited warranty. Please refer to your Riviera dealer for full terms and conditions.

7 Year Structural Limited Warranty

Providing the ultimate assurance for Riviera owners that the quality of their hull, deck, flybridge and hardtops are engineered and crafted for superior blue-water performance. The warranty covers seven years or up to 2,800 hours of boating, whichever comes first. Please refer to your Riviera dealer for full terms and conditions.

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Daytime Contact Number

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Street Address *

Method of Contact Mobile Daytime After Hours Email

Length Overall (inc. swim platform and bow sprit)

Hull Length (Lh to ISO8666) *

Beam (inc. gunwale)

Maximum Draft (inc. props)

Dry Weight (approx.) **

Fuel Capacity ***

1,717 US gal

Water Capacity ***

Holding Tank Capacity ***

Sleeping Capacity

8 persons + 1 crew

Cockpit Area

Mezzanine Deck

Engine Option MAN V8 Shaft-Drive 1300 (2x)

1,300 hp ea

Engine Option MAN V12 Shaft-Drive 1550 (2x)

* Length of the hull (Lh) to ISO8666: Includes all structural and integral parts (ie. the moulded length of the hull). It excludes parts that can be removed in a non-destructive manner without affecting the structural integrity of the craft, (eg. pulpits, outdrives, driving platforms, rubbing strakes).

** Dry weight represents the estimated minimum weight of a yacht with standard engines and options, no fuel or water on board, no equipment or provisions and no personnel. The stated dry weight may be exceeded.

*** Denotes net tank capacity. For useable capacity do not rely on more than 90% of tank capacity. Actual capacity will vary according to yacht trim and sea state. Speeds are subject to normal weather conditions, fuel and/or water levels, passengers and equipment loads.

The Reassurance of Riviera

A proud heritage.

Riviera has a proud heritage of launching over 5,800 yachts in its over 42 years of operation.

Global Confidence

Today Riviera yachts can be seen cruising the great lakes, rivers, seas and oceans of the world.

Riviera Australia is a family owned business guided by the excellence, values and vision of its owner, Rodney Longhurst.

Electronics

Garmin, Raymarine, Simrad and FLIR are the world leaders in marine navigation systems and can be specified on your Riviera.

Entertainment

Yamaha, JL Audio and Fusion systems will ensure your total onboard relaxation and entertainment by the finest quality audio.

SMEG, Bosch and VitriFrigo are class-leading international appliances and have been selected by Riviera for their performance and your enjoyment.

Exacting Detail

State-of-the-art digital kitting is utilised to precisely cut all fibreglass and structural foams for the lamination process to ensure that each component fits perfectly.

Precision Joinery

The finest quality joinery is created by exacting CNC precision-cut timbers with all cabinets hand built by master craftspeople.

Superior Finish

Each mould is thoroughly inspected, cleaned and waxed before the initial application of isophthalic gelcoat is sprayed to provide a high gloss and superior water and fade resistant finish.

Independent Reviews

A Future Classic Riviera continues to redefine their standards with every new model they release, and the 64 SMY is no exception. Following the success of the 72 & 68 SMYs, the new 64 SMY continues the family heritage on a slightly more compact scale. Once again, Riviera has got it right, and in my opinion, have produced… - Barry Thompson

Luxury Chic The new 64 SMY takes the very best from Riviera’s largest luxury cruising yacht models and incorporates them in a more compact design. It’s smaller, but includes all the features that make the 72 and 68 SMY so outstanding. - John Eichelsheim

Riviera 64 Sports Motor Yacht Arguably their most successful new model release in the modern era, Riviera’s superb new 64 Sports Motor Yacht, with its seriously clever integrated rear mezzanine deck, fabulous sky lounge, elegant styling and ocean cruising capability, has created an entirely new class of sportscruiser - and the Queensland-based factory in Coomera is flat-out keeping up with… -

Riviera 64 Sports Motor Yacht Designed for modern entertaining and living without sacrificing performance. - Barry Thompson

Going in Style The new Riviera 64 has the best of both worlds as an entertainer for an extended family or a well-credentialed boat that two can still handle. - John Ford

Southern Star The Riviera 64 Sports Motor Yacht is much more than a mere stepping stone in an already impressive ultra-luxury range – it’s the bona fide new star of the family. - Mark Beretta

Something for everyone Most yachts are designed for a specific purpose, be it long distance cruising, sport fishing or entertaining. In this regard, Riviera’s 64 Sports Motor Yacht is something of an anomaly. It can do all those things at once. - Lenny Rudow

Like Finding your pot of gold Many boatbuilders have tried combining all boating functions into one platform in an effort to create a utilitarian vessel, offering something for everyone. Many have done it well; few have done it exceptionally. But no one has done it quite like Riviera. - Captain Tom Serio

Riviera 64 Sports Motor Yacht With her bluewater look and feel and her enclosed flying bridge, the 64 Sports Motor Yacht checks all the marks for Riviera’s intended mission for her. She can handle things confidently when the seas kick up and she offers owners and guests a choice of luxurious, comfortable gathering areas. Belowdecks, Riviera will customize the layout… - Eric Colby

Riviera 64 Sports Motor Yacht A Riviera 64 SMY completes a fast southbound run from Savannah to Stuart, Florida, thanks to top-notch engineering. - Capt. Bill Pike

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Hallberg-Rassy

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COMFORT, MANAGEABLE BY A FAMILY CREW

The Hallberg-Rassy 64 is a blue water cruiser for yachting connoisseurs. A flagship, manageable by a family crew.

360 DEGREES VIRTUAL REALITY VIEW

10.1 CUBIC METERS OF DECK LOCKER SPACE

The enormous 8.6 cubic meters aft deck lockers may store a RIB dinghy. There is a large hydraulic fold out bathing platform. An optional retractable gangway can be folded away into the lazarette. Together with the cockpit locker and the anchor locker in front there is 10.1 cubic meters of deck storage.

CLEAN UNCLUTTERED DECK

The deck is clean and uncluttered. All skylights and hatches are flush mounted. There is a sun deck integrated into the aft cabin roof. The anchor winch is concealed under the deck level. There are options for hydraulic under-deck cutterstay furler and under-deck genoa furler. There are in total eight mooring cleats on the top of the toe rail, of which the spring cleats are double on each side.

3.10 M COCKPIT LENGTH

The cockpit is unusually large; 3.10 m long, that's 55 cm longer than on the Hallberg-Rassy 62. There is a large, fixed, teak cockpit table. All essential sailing control functions are handled from the cockpit by a single sailor using the push of buttons already as standard equipment. Optionally there is a hydraulic cutter stay and even a hydraulic code zero or furling gennaker available, furling at the push of buttons from the cockpit. The washboard is elegantly and easily lowered into a hidden storage. The cockpit is very well protected by the Hallberg-Rassy typical soft top wind screen or hard top.

LOTS OF NATURAL LIGHT

Below deck living areas have lots of natural light. All in all there are no less than thirty-one (31) portlights and skylights in the boat. There are six hull windows. Hull windows were introduced by Hallberg-Rassy back in 1976. You will look out through the four hull windows when sitting down and a person of normal length will look out through the large saloon portlights when standing up. The interior offers twelve choices in 5 sections, creating layouts available for all tastes and needs.

POWERFUL ENGINE

The engine is unusually well sized, even for a Hallberg-Rassy. It is a 6 cylinder Volvo Penta D6-300 with 300 HP and has 669 Newton meter torque at 2 500 RPM. Tanks are generous too for long range with 1 800 liters of diesel fuel and 1 300 liters of fresh water. In calm water with a clean underwater body, the fuel consumption at 1600 RPM and 7 knots is 7 liters per hour, one liter per nautical mile, which means around 1 800 nautical miles range!

LARGE ENGINE ROOM

The walk-in engine room is large, has room for lots of technical equipment, is well sound insulated and allows for easy maintenance.

GOOD BOAT SPEED MEANS A TRUE MILE EATER

The waterline is 2.23 m longer than on the Hallberg-Rassy 62. Frers speed prediction diagram for the Hallberg-Rassy 64 says the boat will achieve 9.2 knots boat speed at 10 knots of true wind and 75 degrees wind angle, and 11.5 knots of boat speed with just mainsail and traditional foresail in 25 knots of true wind at 110 degrees wind angle. This yacht is a real mile eater.

GENEROUS STANDARD EQUIPMENT

The standard equipment is generous with hydraulic push button sail handling, 20 hp bowthruster, 8 kW generator, 120 A charger, 4000 W inverter, flush mounted skylights, basic instruments, teak deck and membrane sails all included in the base price.

HALLBERG-RASSY 64 DATA SHEET

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Northern Marine 64 Raised Pilothouse

Northern Marine 64 Raised Pilothouse Details

The Northern Marine 64 Raised Pilothouse has almost full customization options and is built to superyacht standards of quality. Every system on board the 64 is carefully selected and engineered for trouble-free operation for the duration of your ownership experience. All components are sourced from major suppliers so maintenance is reliable and easy even at remote cruising destinations.

As one of the earliest adopters of resin-infused composite construction, the Northern Marine hull is acclaimed for its strength, durability, and integrity. A large covered deck placed aft extends forward past a curved settée and a service bar to broad side-decks surrounding the spacious salon. A separate dining area is near the salon and is served by a commercial-grade galley.

The large pilothouse features a lower helm station, observation settée, and a navigation station, as well as access to the VIP stateroom and guest accommodations that are forward on the lower deck. A private staircase leads to the beautiful owner's stateroom midship. On the boat deck, a centerline-mounted davit allows mounting one or two tenders.

If you're looking for a raised pilothouse expedition-style yacht, the Northern Marine 64 offers stability, comfort, and a smooth, quiet ride with single engine power. Built-in redundancy for the critical areas on board increases reliable operation, confidence, and the stress-free enjoyment of long-range cruising adventures.

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Pre-owned – The history maker  

In February 2018, our Silent 64 broke all existing borders and expectations. As the very first fully solar powered production yacht in the history of nautical travel, the Silent 64 yacht crossed the entire Atlantic Ocean. This extraordinary achievement proved the outstanding durability and efficiency of Silent´s solar electric drivetrain even during unfavorable and rough weather conditions.

Specification

Solar-electric yachting advantages

Unlimited range, noiseless cruising, zero emission, minimal maintenance.

If you would like to enquire about this electric yacht and get in touch with a member of our team, please click on the button below.

Silent Group

Our charters offer you the opportunity to book a memorable vacation on board of our electric yachts. Including our helpful crew, consisting of a captain and a chef, you will experience the comfort of solar powered yachting.

As the pioneers of solar yachting, we have almost three decades of experience regarding the research, design and build of electric yachts. Our team, shipyard and the hiring of new talent are the backbone of our operations.

By transferring our solar yachting technology, Silent Resorts develops sustainable beachfront resorts in beautiful locations worldwide. Memberships offer full or part ownership of an eco-property and a Silent yacht.

Create your infinite playground on the water. A selection of premium electric water toys, which can be recharged by simply connecting them to your Silent yacht, as well as other accessories for the ultimate experience on board.

• On April 15, 2023

Discover the power and prowess of the 64 Viking , a Viking Sportfishing Yacht designed for serious anglers who demand performance, functionality, and comfort. From impressive top speed to spacious accommodations, the Viking 64 has everything you need for an unforgettable fishing expedition.

Viking 64 Price

The base price of the Viking 64 Convertible starts at $6 million . This price, however, is subject to change based on various factors that may arise during the build process. Customization options, upgrades, and additional features can influence the final cost of the yacht.

64 Viking Specs

64 viking review video.

Performance and Design

The Viking 64 flybridge convertible is a versatile and powerful fishing platform that can handle a variety of conditions. With a top speed of 42 knots and a cruising speed of 35 knots at 80% load, it can quickly reach the fishing grounds. The yacht’s refined hull design features subtle changes to the chine angle and strakes, which result in a smooth, dry ride.

Spacious Flybridge and Cockpit

The Viking 64 offers an updated flybridge with improved visibility and ergonomics. The island-style helm features three flush-mounted Garmin touch screens, providing easy access to crucial information. The cockpit is six inches longer than its predecessor, the Viking 62 , providing ample space for fishing and maneuvering.

Comfortable Accommodations

The Viking 64 boasts a four-stateroom, three-head layout, perfect for extended fishing trips. The yacht’s interior features a mix of horizontal-grain walnut and ebony accents, textile fabrics, and modern design elements. The salon offers ample space for entertaining, while the functional galley includes a built-in bar and ample storage.

Engine Room and Systems

Finished in white Awlgrip and well-lit, the engine room provides clear access to all major systems. The Viking 64 is equipped with an Omni-directional sonar, a Spot Zero water maker, two Onan 21.5-kW gensets, and an Electrosea Clearline system to prevent barnacles.

Whether you’re chasing sailfish off Palm Beach, seeking marlin in the Bahamas, or swordfish in deep waters, the Viking 64 has the power, functionality, and comfort to make every fishing adventure memorable as well as the range to get you there.

• The Viking 64 Convertible is a second-generation model, making its world premiere at the 2021 Fort Lauderdale International Boat Show.
• The design team used Computational Fluid Dynamics (CFD) software to optimize the 64’s running surface for increased efficiency.
• The hull is built with an engineered composite of fiberglass fabrics and coring, vacuum-infused with vinylester resin, providing great stiffness and strength.
• The 180-square-foot cockpit is designed for a streamlined tournament experience, and the observation mezzanine keeps guests cool and dry.
• The interior features horizontal natural walnut throughout, and the salon has an open layout with a straight-line walkway from the salon to the forepeak.
• The flybridge features a space-saving walk-around center console with a recessed black acrylic panel for flush-mounted all-glass electronics displays.
• The standard power for the Viking 64 Convertible comes from twin MAN V12 1550CRM (1550 MHP) diesels, with several options ranging from twin 1900 MHP to 2025 MHP powerplants.
• The Viking 64 will also be available as an Enclosed Bridge model, featuring a complete forward control station and its own luxurious salon.
• Viking subsidiaries Palm Beach Towers and Atlantic Marine Electronics provide custom tower and electronics installations for turn-key delivery.

64 Viking For Sale

If you are interested in Viking 64 Convertibles For Sale , you may contact Viking Yachts or an authorized dealer to discuss availability and pricing. Since the base price of the 64 Viking is around $6 million, the final cost will vary depending on several factors during the build process, such as engine configuration, additional equipment, and customization options. It’s also possible to search for pre-owned Viking 64 yachts in brokerage listings, which may offer a more affordable alternative to a brand new model.

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Steve Momot

Steve is an accomplished professional photographer and marketer who specializes in the Fishing, Yacht, and Boating industry. With a strong presence as an influencer and marketing expert in the Marine Industry, he has made a significant impact in the field. Additionally, Steve is the original creator and co-founder of Sportfishtrader. Prior to his career as a marine photographer, he gained extensive experience as a licensed boat and car dealer in South Florida.

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The little (electric) engine that could: The Port of San Diego unveils the nation’s first all-electric tug boat

The 82-foot eWolf expects to eliminate 3,100 metric tons of carbon dioxide

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The nation’s first all-electric tug boat has docked at the Port of San Diego and expects to begin emissions-free operations in about a month.

Operated by Crowley Maritime Corporation , the 82-foot eWolf will escort ships entering and leaving the Tenth Avenue Marine Terminal using electric power instead of diesel fuel, helping slash greenhouse gas emissions at the port and its neighbors in Barrio Logan and National City.

For the record:

1:58 p.m. March 13, 2024 This story has been updated to show the correct amount of government funding that went to the project.

“This is a big deal,” said port chairman Frank Urtasun at a news conference Monday. “This is new technology.”

Capable of speeds of up to 12 knots, the eWolf is powered by a 6.2 megawatt-hour main propulsion battery and two electric drives. The tug has thrust — also known as bollard pull in the parlance of the shipping industry — of 76.8 short tons, which is more powerful than the diesel-powered counterparts at the port.

Constructed in Alabama, the eWolf is equipped with two small generators for emergency use that allow the boat to travel longer distances at a reduced speed.

“Like an electric car, you step on the gas and it jumps,” said Paul Manzi, vice president of Crowley Shipping, based in Jacksonville, Fla. “All of the attributes that you have with an electric motor operation in a car or in an electric truck, you see here in the (eWolf) at massive scale. And it’s extremely quiet so when it pulls away from the dock you literally won’t hear any noise.”

The tug boat’s electricity will come from a charging station that is part of a microgrid facility equipped with two energy storage containers. Battery modules in each container have storage capacity of nearly 1.5 megawatt-hours.

Interconnected with the help of San Diego Gas & Electric, the charging station at the port is designed to allow the vessel to recharge quickly and reduce peak loads on the electric grid.

Operators plan to charge the eWolf overnight so it can perform its chores during daytime hours.

“This technology has individually been around for a while, but it hasn’t necessarily been integrated and optimized to all work together — and that’s kind of our role,” said Bruce Strupp, vice president at ABB Marine & Ports , the company that designed the boat’s propulsion system. “Some of the technology is our technology, some of it’s third-party technology, but we integrate it all together.”

The electric tug boat is expected to begin commercial operations at the port in mid- to late-April, depending on the completion of the charging station.

Officials at Crowley did not release the eWolf’s price tag Monday, saying only that it cost about twice as much as a conventional diesel-powered tug boat of comparable size.

But, Manzi said, the company expects the eWolf’s maintenance and operating costs will be “dramatically lower” than what’s spent on a diesel-powered tug boat because the electric model has fewer moving parts.

The entire project — the vessel as well as the charging station — received four grants that added up to $13.67 million, with two grants of $10.9 million from the San Diego Air Pollution Control District, one grant of just over $2 million from the U.S. Environmental Protection Agency and $750,000 from the federal government’s Maritime Administration.

In 2020, Gov. Gavin Newsom signed an executive order that directed state agencies to transition off-road vehicles — including tug boats — and equipment to 100 percent zero emissions by 2035.

By replacing one of the port’s diesel-powered tugs, the eWolf is expected to eliminate the consumption of about 35,000 gallons of diesel fuel per year. In its first 10 years of use, the electric tug boat is expected to reduce about 3,100 metric tons of carbon dioxide from the port and its surrounding areas such as Barrio Logan and National City.

“We’re trying to be good neighbors and trying to be able to help to reduce emissions here to help the electrification movement,” Urtasun said, adding that the port has spent about $130 million on various electrification projects.

Last year, the Port of San Diego became the first in North America to install a pair of all-electric cranes to load and off-load heavy cargo. Each 262 feet high, the cranes replaced an older crane that ran on diesel fuel. Together, the cranes expect to help the port reduce greenhouse gas emissions by 47 metric tons per year.

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Inside a 400-foot-long superyacht that costs $3 million per week.

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Said Kahn's 400-foot long superyacht Kismet charters for over $3 million per week

I haven’t met Jacksonville Jaguars owner Shahid Khan yet. But, after touring his previous 313-foot-long superyacht that’s played host to numerous A-list celebrities at the Fort Lauderdale International Boat Show a few years back, and recently learning that his newly launched superyacht is 400-feet-long, it’s pretty obvious he likes to go big.

The interior for the 400-foot-long Kismet that charters for $3 million per week

And as you can see in these images, Khan’s new KISMET ( Cecil Wright sold his previous 313-foot-long KISMET last September and is the central charter agent for this one) that was built by Lürssen in Germany, has an exterior design by Nuvolari Lenard , and an interior design led by the Khan’s family working alongside Reymond Langton Design takes going big to a whole other level.

Actually, what makes KISMET even more opulent is the simple fact that eventhough it’s much, much longer than an American football field, it’s designed to pamper just 12 uber VIP ’s over the yacht’s six massive decks.

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The owners suite aboard the 400-foot-long Kismet that charters for $3 million per week is opulent

In fact, the master suite spans two decks and features a large skylight and fireplace, and his and hers bathrooms and dressing rooms. The private hot tub and sunbathing area forward and the private staircase leading up to a spectacular office simply must be seen to be believed.

The interior for the 400-foot-long Kismet that charters for $3 million per week is massive

The guest cabins also offer an oasis of comfort and serenity with the flexibility to accommodate varying preferences. Meanwhile, the yacht’s wellness and beauty areas include a Balinese-inspired spa with hammam, sauna, and cryotherapy chamber to a dedicated gym and yoga studio with a juice bar, both with opening sea terraces. In addition, there is a further treatment room with a massage table, waterfall shower and chromotherapy bathtub. For red carpet ready evenings, the yacht has two hair and beauty rooms, one in the spa area and another in the owner’s suite.

The outdoor cinema aboard the 400-foot-long Kismet that charters for $3 million per week

Entertainment areas include a large outdoor cinema on the bridge deck and a Nemo cinema on the lower deck with a 150-inch drop-down TV and underwater viewing lounge. Of course there’s also a DJ station overhanging the bridge deck aft, a Boganyi grand piano on the upper deck and four bars, including a champagne bar and wine cellar room.

As you’d expect, the yacht also boasts a full suite of water sports toys including: Jet Skis, SeaBobs, e-foils, Flitescooters, an Aquaglide floating deck and inflatable slide, dive gear and oh, by-the-way, there’s a basketball and pickleball court forward of the master cabin on the foredeck.

Sounds amazing, right? It is. And all of that over-the-top luxury can be yours for approximately $3,000,000 per week via Cecil Wright . And I bet KISMET ’s summer season is close to be fully booked already!

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Boat Test: 2024 Formula 457 CCS

• By Randy Vance
• March 29, 2024

When I pressed the throttles on the 457 CCS, it didn’t rear up like a ­Lippizan, but rather surged forward like a Kentucky Derby thoroughbred out of the starting gate. Formula’s proprietary double-stepped hull kept the bow down as it stretched forward in a long, loping gate, the two-speed transmissions of the Merc V-12 Verados proving their worth. In turns, sharp and hard-over, the 457 CCS held its ground, carved them smoothly, and without the chine tripping or spinning out. The outboards themselves held their ground, sensing with electronic magic the added load that turns cause. They fed in more power to keep the speed steady through the arc. In port, joystick steering and a bow thruster made docking the 47-footer (LOA with ­engines) a breeze. Even an amateur can do it with confidence.

We weren’t surprised by its performance—every Formula that our test team has ever touched over the years has offered a high-performance ­experience thanks largely to the FAS 3 Tech design and engineering.

In fact, FAS 3 Tech is the technology below deck on the 457. Instead of stringers and bulkheads laid into the hull and storage buckets glued in place, Formula builds a one-piece stringer grid that melds to the hull in a single piece, and includes all fish boxes, dry-storage compartments and machinery access to the bilge, plus ample wire chases for a nearly unlimited array of accessories. The boat is filled with gadgets such as inductive cellphone-charging brackets, electric adjustable seats, bow cocktail table and a full assembly of navigation equipment—just for starters. Once the grid is bonded to the hull, the two pieces become one. The deck is then bonded in, and three become one. Formula perfected this technique decades ago, when competitors were still using wood stringers and ­transoms.

Another exceedingly well-built center-­console is Pursuit’s Sport 428. Pursuit was an early starter in the sport-model realm, bringing the 280 Sport to market in 2008 and the 310 ST in 2011. Pursuit met the needs of fishermen with broader interests than just wetting a line. The style became so popular, Pursuit expanded it with several models, including the 428. Soon the company rebadged the entire line as “Sport,” but all bristle with a fishing backbone while catering to diving and cruising fans. The S428 ($1,339,935 with quad Yamaha XTO 425s) ­offers a platform more on par with Formula’s far-fishier 457 CCF, sistership to this 457 CCS. The Pursuit has dual-row helm seating with a deck galley to double as a rigging station and mezzanine seating that faces the cockpit. For at-anchor R&R, there is a starboard-side fold-down terrace in the gunwale, and for diving and easy dockside entry, a portside boarding door. ­Formula ­offers port and starboard transom doors to a spacious platform too. ­Pursuit’s 428 is just 43 feet, 9 inches with a 13-foot beam compared with the nearly 46 feet length overall and 13-foot-9-inch beam of the Formula. Size, plus the fact that the Formula is powered by Mercury’s new V-12 600 hp outboards versus the four Yamaha 425s on the Pursuit, accounts for much of the $600,000 ­difference in base price between the two.

Both competitors drench passengers in ­luxury seating with a dual lounge ahead of the console and wraparound seating at the bow.

Interior and Accessories

Formula’s length and beam make for a roomy cabin below deck that includes a double berth that converts from a C-shaped lounge, and it’s nestled into a cheerily lit (with recessed LED lighting and overhead and forward portlights) arrangement with a large head compartment with shower, and an abbreviated galley with microwave, coffee maker and fridge. The topside galley also has plentiful drawer storage, a fridge, and there’s a grill on the transom hiding beneath its own hatch, expanding galley features.

There are rod holders, and in place of a livewell in the CCS, there is a cooler. But when fishing is on the agenda, the equipment is there to help ­ensure angling convenience and success.

In addition to enormous deck compartments, there are compartments in all of the coamings for boat hooks, rods and gaffs if you do fish. They tilt outward from beneath the gunwales and tuck back in flush with them, to keep the passageway clear. Lines, fenders and life jackets are accommodated as well. A transom lazarette, or “boot,” can stow more mooring gear, but aboard our tester, this housed a Seabob water scooter—a Formula option painted to match.

It’s important to note that this boat is not only part of a series, and sibling to the even-more-fishing-oriented 457 CCF, but also either version of the boat is eligible for a program called FormulaFlex. FormulaFlex is an exclusive plan offering boat buyers individual personalization in key areas such as graphics, upholstery and electronics. Many of these preferential changes can be had at no additional charge. If a charge is required for a buyer’s request, you participate in FormulaFlex MyWay, allowing you to choose paid-for changes or options. The point is not so much the charge of a fee for the change as it is Formula’s willingness to make changes to ­accommodate buyers’ ­desires in the first place.

Read Next: Formula 387 CCF

While we can wax on about the deck plan, it’s better to report what our test truly revealed. The Formula 457 CCS is indeed akin to a thoroughbred, delivering a combination of performance, luxury, versatility and great opportunities for owner personalization.

How We Tested

• Engines: Triple 600 hp Mercury V-12 Verados
• Drive/Props: Outboard/29-inch-pitch stainless-steel contra-rotating propsets
• Gear Ratio: 1.75:2.5 Fuel Load: 650 gal. Water on Board: 50 gal. Crew Weight: 800 lb.

High Points

• Tempered-glass windshield raises on electric actuators; can be fully open while running.
• Standard Seakeeper 6 gyrostabilizer, bow thruster, and 18,000 Btu air conditioning in the cockpit.
• FormulaFlex and FormulaFlex MyWay programs offer great personalization. 
• Cabin berth has ample room to stretch out, but vertical space allows feet-first entry only.
• The diesel generator is safer than gasoline power, but it requires a second fuel tank. 

Pricing and Specs

Speed, efficiency, operation.

Formula Boats – Decatur, Indiana; formulaboats.com

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• International

March 27, 2024 - Baltimore Key Bridge collapse

By Kathleen Magramo , Antoinette Radford, Alisha Ebrahimji , Maureen Chowdhury , Elise Hammond , Tori B. Powell and Aditi Sangal , CNN

Our live coverage of the Baltimore bridge collapse has moved here .

Here's what you should know about the Key Bridge collapse

From CNN staff

Officials recovered the bodies of two construction workers who were on Baltimore's Francis Scott Key Bridge when it collapsed early Tuesday morning after a 984-foot-long cargo ship collided into a pillar.

Maryland Gov. Wes Moore called the collapse Wednesday " a global crisis ."

"The national economy and the world's economy depends on the Port of Baltimore. The port handles more cars and more farm equipment than any other port in the country," Moore said.

Here's what you should know:

• The victims: The six people who are presumed dead were from Mexico Guatemala, El Salvador and Honduras, according to Col. Roland L. Butler Jr, the superintendent of Maryland State Police. Two bodies were recovered and have been identified as Alejandro Hernandez Fuentes from Mexico and Dorlian Ronial Castillo Cabrera from Guatemala. The two workers were filling potholes on the bridge and were later found trapped in a red pickup truck in about 25 feet of water, Butler said. The FBI is handling notifying the victims' families, Butler said.
• Recovery efforts: Authorities are pausing search efforts for the four other workers who are presumed dead, because additional vehicles are encased in concrete and other debris, making it unsafe for divers, Butler said. Once salvage operations clear the debris, divers will search for more remains, he said.
• The investigation: The National Transportation Safety Board is leading the investigation into the fatal incident, according to the agency's chair Jennifer Homendy. During a Wednesday news conference, Homendy said there were 21 crew members and two pilots on board the Dali cargo ship when it crashed into the bridge. She also said a senior NTSB hazmat investigator identified 56 containers of hazardous material, and that some containers are in the water. The agency received six hours of voyage data from the ship and the investigation could take 12 to 24 months to complete, Homendy said. She emphasized that NTSB will not analyze information collected or provide conclusions while on scene of the collapse.
• Looking forward: Department of Transportation Secretary Pete Buttigieg said rebuilding the bridge will not be "quick or easy" but that it will get done. He said there are four main focus points ahead: reopening the port, dealing with supply chain issues until its reopening, rebuilding the bridge and dealing with traffic issues until the bridge is rebuilt. Biden  pledged the full support  of the federal government in the response and recovery efforts. His administration has already conveyed a sense of urgency to open up federal funding to remove debris and ultimately rebuild the bridge. Maryland has submitted a request to the Biden administration for emergency relief funds "to assist in our work going forward," Moore said Wednesday.

It's almost impossible to place people on the bow of ship due to the unstable structure, fire official says

 From CNN's Sarah Engel

Baltimore City Fire Chief James Wallace said Wednesday that the cargo ship's bridge structure and containers at the bow remain unstable.

"It's going to be very difficult, if not impossible, and very dangerous, to place people on the bow of that boat right now," Wallace told CNN's Kaitlan Collins.

"Naturally, we're still very cognizant of the fact that there are hazardous materials on board the vessel itself," Wallace said, alluding to the National Transportation Safety Board saying earlier that 56 containers were carrying hazardous materials.

Wallace said his team is relying heavily on aerial recognizance, including drones. "That's the only way we're able to see in," he said.  

He added that the aerial surveillance has "been able to really assure us right now we have no [chemical] reactions on board." 

"It's just utter devastation," NTSB chief says of the bridge collapse site

From CNN's Aditi Sangal

Jennifer Homendy, chair of the National Transportation Safety Board, called the site of the Key Bridge collapse "devastating."

"It's pretty devastating, certainly, seeing not just what's going on with the cargo containers, but just looking at what was a bridge span — three bridge spans that is pretty much gone. It's just utter devastation," she said at Wednesday evening's news briefing.

She added that she is thinking of families who lost loved ones and those who are waiting to reunite with their lived ones.

NTSB interviewed the Dali's captain and some other crew members today, agency chief says

The National Transportation Safety Board has interviewed the ship's captain, his mate, the chief engineer and one other engineer today, according to Chair Jennifer Homendy.

The two pilots on board the Dali at the time of collision will be interviewed tomorrow, she added.

Cargo ship's voyage data recorder is basic when compared to an airplane's, NTSB chair says

From CNN's Tori B. Powell

The voyage data recorder on the cargo ship Dali was a "newer model" but is considered basic when compared to that on an airplane, according to National Transportation Safety Board Chair Jennifer Homendy.

"But it is very basic compared to say, a flight data recorder, where we would have 1,000 parameters," she said at a news conference on Wednesday.

The NTSB chief investigator Marcel Muise added:

"It's not a ship-wide system recorder, so most of the sensors that are being recorded are from the bridge. So things like GPS, the audio, rudder feedback, rudder commands are recorded on there. But not engineering, the temperature of each cylinder, power distribution sensors."

There were no tug boats with Dali at the time of the collision. That's normal, NTSB chief says

There were no tugs with Dali when the cargo vessel collided with Baltimore's Key Bridge, which is normal protocol, according to National Transportation Safety Board Chair Jennifer Homendy.

Remember: At 01:26:39 on Tuesday, Dali's pilot made a general very high frequency (VHF) radio call for tugs in the vicinity to assist, the NTSB investigator Marcel Muise had said.

"The tugs help the vessel leave the dock, leave the port and get into the main ship channel. And then they leave. Once it's on its way, it's a straight shot through the channel. So there are no tugs with the vessel at the time. So they were calling for tugs," she said.

NTSB chair says she saw some containers that were carrying hazardous materials in the water

National Transportation Safety Board Chair Jennifer Homendy said she did see some of the 56 containers that were carrying hazardous materials in the water.

When asked how many

When asked how many containers of hazardous materials were in the water, Homendy said:

"I did see some containers in the water, and some breached significantly on the vessel itself," she said. "I don't have an exact number, but it's something that we can provide in an update."

Homendy said that a preliminary report should be out in two to four weeks.

This post has been updated with more quotes from Homendy.

Bridge did not have any redundancy, unlike the preferred method for building bridges today, NTSB chair says

Baltimore's Key Bridge did not have any redundancy, which is included in the preferred method of building bridges in the present day, according to National Transportation Safety Board Chair Jennifer Homendy.

"The bridge is a fracture critical," she explained. "What that means is if a member fails that would likely cause a portion of, or the entire bridge, to collapse, there's no redundancy. The preferred method for building bridges today is that there is redundancy built in, whether that's transmitting loads to another member or some sort of structural redundancy. This bridge did not have redundancy," Homendy said.

There are 17,468 fracture critical bridges in the United States out of 615,000 bridges total, she said, citing the Federal Highway Administration.

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The Baltimore bridge disaster: what happened and who will pay?

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Michael Peel , Robert Wright , Ian Smith and Aime Williams

Roula Khalaf, Editor of the FT, selects her favourite stories in this weekly newsletter.

The collapse of the Francis Scott Key Bridge in Baltimore after a container ship collided with it on Tuesday has triggered urgent questions about how the incident happened and why it had such a catastrophic impact.

Wes Moore, the governor of the state of Maryland, has declared a state of emergency after the elevated roadway’s disintegration into the Patapsco river. Six people are presumed dead, according to state police.

Here are some significant points raised by the disaster involving the cargo ship Dali that occurred at about 1.30am local time.

How common is this kind of collision and why did it happen?

Rare — but the US accounted for most of the 35 bridge collapses caused by a ship or barge between 1960 and 2015, according to a 2018 report from the World Association for Waterborne Transport Infrastructure.

The risks have risen as international trade in goods has increased and ships have grown larger. The volume of containers moving through US ports nearly doubled in 20 years, to more than 62.2mn 20-foot equivalent units in 2022.

The Dali was one of the new breed of bigger vessels designed to capitalise on a larger set of Panama Canal locks finished in 2016 — and the vessel’s size could have played a role in the collision. Container ships as large as the Dali did not routinely call at US east coast ports until the Panama Canal lock upgrade in 2016, said Simon Heaney, at London-based Drewry Shipping Consultants.

The large, sheer sides of these container ships can also make them more vulnerable to high winds.

Entry into and departure from ports are danger points in a vessel’s journey — so ships navigating in confined waters typically take on a pilot with local expertise. The Dali was using such a pilot in Baltimore.

Should the bridge have better withstood the impact?

A catastrophic outcome was highly likely once a vessel the size of the Dali had crashed directly into the bridge, engineers said — although several questioned whether there were sufficient collision prevention safeguards.

The crash suggested the protection around the bridge’s piers — or main supports — from ships was “inadequate”, said Robert Benaim, a fellow of the UK’s Royal Academy of Engineering. Normally features such as artificial islands or steel “sacrificial dolphins” embedded in the river floor would be built to divert vessels on a collision course, he added.

The Francis Scott Key Bridge was opened to traffic in 1977 and so may not have been built with the size of modern container vessels in mind, experts said. “Ship impact is a key consideration in modern, large span bridges in busy navigation areas,” said David Knight, specialist adviser to the UK’s Institution of Civil Engineers.

Is there a problem with poor bridge infrastructure in the US?

The Baltimore collapse comes nine years after the Department of Transportation deplored the “dire state of disrepair” of the country’s roads and bridges. A 2021 “report card” by the American Society of Civil Engineers found that 42 per cent of bridges were more than 50 years old and 7.5 per cent were “structurally deficient”.

Bridges have suffered from a mix of intensifying use, the increasing age of assets constructed during the US’s mid-20th century economic boom, and lack of funding for repairs.

The most superficially similar previous incident in the US to the Francis Scott Key Bridge disaster took place in 1980, when the bulk carrier Summit Venture went off course and collided with the Sunshine Skyway bridge in Tampa, Florida, causing a collapse that killed 35 people.

More recent collisions have been blamed either on design faults or poor maintenance — or a combination of the two. Among those was the 2007 collapse of the Interstate 35W bridge over the Mississippi river, which killed 13 people. That was blamed on a weak bridge with too much load.

In 2022, the Fern Hollow Bridge in Pittsburgh collapsed with five vehicles on it. Investigators blamed inadequate inspections and maintenance.

More than a third of US bridge spans need significant repairs and should be replaced, according to the American Road & Transportation Builders Association. That would cost more than $319bn, Artba said in a report in August. It said about 4.6 per cent of Maryland’s bridges were rated as structurally deficient, including one constructed in 1958 that, like the Francis Scott Key Bridge, carries the Interstate 695 highway.

Who will pay for the damage?

The federal government will — according to President Joe Biden. The cost is as yet unknown.

The insurance sector is expecting a hefty bill. Several industry figures that spoke to the Financial Times said it was still too early to give a reliable estimate, but insurers could compensate significant losses including damage to the bridge, disruption to the port and any loss of life.

One focus is likely to be the protection and indemnity insurance covering the ship, a must-have liability insurance intended to pay out for crashes, oil spills and other disasters, the people said. This cover is provided in the first instance to the Dali by Britannia P&I Club. Britannia said it was “working closely with the ship manager and relevant authorities to establish the facts and to help ensure that this situation is dealt with quickly and professionally”.

Britannia is one of 12 mutual insurers that make up the International Group of P&I Clubs, which take the first $10mn of losses from any one incident themselves, share another slice of losses with the wider group, and then reinsure losses above that at Lloyd’s of London.

One marine insurance expert said the liability insurance payout, including bridge damage, could rival the approximately $1.5bn paid after the crash of the Costa Concordia cruise ship in 2012, a record.

What will be the economic impact of the accident?

Maryland officials said on Tuesday that shipping traffic into and out of the port would be suspended until further notice.

Although the port is smaller than those of New York and New Jersey, it is the main east coast entry port for imported cars, according to the Maryland governor’s office.

In 2023, the port handled a record-high 52.3mn tons of foreign cargo, worth $80bn. This included more than 847,000 cars and light trucks and 1.3mn tons of farm and construction machinery. About 140,000 jobs are linked to the port’s activities. It is also the US’s second-busiest coal export facility.

Car companies including General Motors and Ford said on Tuesday that they would work to reroute shipments to nearby ports, while Nissan said it did not expect significant disruption. Toyota said some exports might be affected, while Volvo and JLR also use the port. Volkswagen, which also owns the Audi and Porsche brands, uses the Sparrows Point port, which is east of the bridge and therefore unaffected.

Analysts warned that the tragedy comes at a time when the shipping industry is beset by problems such as drought in the Panama Canal and conflict in the Red Sea. 

“It is likely other larger US east coast ports such as neighbouring New York/New Jersey and Virginia can handle additional container imports if Baltimore is inaccessible, which may limit any impact on ocean freight shipping rates,” said Emily Stausbøll, market analyst at Xeneta, a shipping data firm.

“However, there is only so much port capacity available and this will leave supply chains vulnerable to any further pressure.” 

Additional reporting by Peter Campbell and Claire Jones

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International Edition

Six presumed dead after cargo ship crash levels Baltimore bridge

BALTIMORE — A major Baltimore bridge collapsed like a house of cards early Tuesday after it was struck by a container ship, sending six people to their deaths in the dark waters below, and closing one of the country’s busiest ports.

By nightfall, the desperate search for six people who were working on the bridge and vanished when it fell apart had become a grim search for bodies.

“We do not believe that we’re going to find any of these individuals still alive,” Coast Guard Rear Admiral Shannon N. Gilreath said.

Jeffrey Pritzker, executive vice president of Brawner Builders, said earlier that one of his workers had survived. He did not release their names.

Up until then, Maryland Gov. Wes Moore had held out hope that the missing people might be found even as law enforcement warned that the frigid water and the fact that there had been no sign of them since 1:30 a.m. when the ship struck Francis Scott Key Bridge.

Moore expressed heartbreak after officials suspended the search for survivors.

"Our heart goes out to the families," he said. "I can’t imagine how painful today has been for these families, how painful these hours have been have been for these families."

It was a crushing blow to the loved ones of the missing men, who had waited for hours at a Royal Farms convenience store near the entrance of the bridge for word of their fate. 

Follow live updates on the Baltimore bridge collapse

The tragic chain of events began early Tuesday when the cargo ship Dali notified authorities that it had lost power and issued a mayday moments before the 984-foot vessel slammed into a bridge support at a speed of 8 knots, which is about 9 mph.

Moore declared a state of emergency while rescue crews using sonar detected at least five vehicles in the frigid 50-foot-deep water: three passenger cars, a cement truck and another vehicle of some kind. Authorities do not believe anyone was inside the vehicles.

Investigators quickly concluded that it was an accident and not an act of terrorism.

Ship was involved in another collision

Earlier, two people were rescued from the water, Baltimore Fire Chief James Wallace said. One was in good condition and refused treatment, he said. The other was seriously injured and was being treated in a trauma center.

Moore said other drivers might have been in the water had it not been for those who, upon hearing the mayday, blocked off the bridge and kept other vehicles from crossing.

“These people are heroes,” Moore said. “They saved lives.”

Nearly eight years ago, the Dali was involved in an accident. In July 2016, it struck a quay at the Port of Antwerp-Bruges in Belgium, damaging the quay.

The nautical commission investigated the accident, but the details of the inquiry were not immediately clear Tuesday.

The Dali is operated and managed by Synergy Group. In a statement, the company said that two port pilots were at the helm during Tuesday's crash and that all 22 crew members onboard were accounted for.

The Dali was chartered by the Danish shipping giant Maersk, which said it would have no choice but to send its ships to other nearby ports with the Port of Baltimore closed.

The bridge, which is about a mile and a half long and carries Interstate 695 over the Patapsco River southeast of Baltimore, was "fully up to code," Moore said.

National Transportation Safety Board Chairwoman Jennifer Homendy said that her agency will lead the investigation and that a data recorder on the ship could provide more information.

"But right now we're focusing on the people, on the families," she said. "The rest can wait."

President Joe Biden vowed to rebuild the bridge and send federal funds.

"This is going to take some time," the president warned. "The people of Baltimore can count on us though to stick with them, at every step of the way, till the port is reopened and the bridge is rebuilt."

Speaking in Baltimore, Transportation Secretary Pete Buttigieg echoed the president's promise.

"This is no ordinary bridge," he said. "This is one of the cathedrals of American infrastructure."

But Buttigieg warned that replacing the bridge and reopening the port will take time and money and that it could affect supply chains.

The Port of Baltimore, the 11th largest in the U.S., is the busiest port for car imports and exports, handling more than 750,000 vehicles in 2023 alone, according to data from the Maryland Port Administration.

Writer David Simon, a champion of Baltimore who set his TV crime drama "The Wire" on the streets of the city he once covered as a reporter, warned online that the people who will suffer the most are those whose livelihoods depend on the port.

"Thinking first of the people on the bridge," Simon posted on X . "But the mind wanders to a port city strangling. All the people who rely on ships in and out."

Timeline of crash

Dramatic video captured the moment at 1:28 a.m. Tuesday when the Dali struck a support and sent the bridge tumbling into the water. A livestream showed cars and trucks on the bridge just before the strike. The ship did not sink, and its lights remained on.

Investigators said in a timeline that the Dali's lights suddenly shut off four minutes earlier before they came back on and that then, at 1:25 a.m. dark black smoke began billowing from the ship's chimney.

A minute later, at 1:26 a.m., the ship appeared to turn. And in the minutes before it slammed into the support, the lights flickered again.

Maryland Transportation Secretary Paul Wiedefeld said the workers on the bridge were repairing concrete ducts when the ship crashed into the structure.

At least seven workers were pouring concrete to fix potholes on the roadway on the bridge directly above where the ship hit, said James Krutzfeldt, a foreman.

Earlier, the Coast Guard said it had received a report that a “motor vessel made impact with the bridge” and confirmed it was the Dali, a containership sailing under a Singaporean flag that was heading for Sri Lanka.

Bobby Haines, who lives in Dundalk in Baltimore County, said he felt the impact of the bridge collapse from his house nearby.

"I woke up at 1:30 this morning and my house shook, and I was freaking out," he said. "I thought it was an earthquake, and to find out it was a bridge is really, really scary."

Families of bridge workers wait for updates

Earlier in the day, relatives of the construction crew waited for updates on their loved ones.

Marian Del Carmen Castellon told Telemundo her husband, Miguel Luna, 49, was working on the bridge.

“They only tell us that we have to wait and that they can’t give us information,” she said.

Castellon said she was "devastated, devastated because our heart is broken, because we don’t know how they have been rescued yet. We are just waiting for the news."

Luna's co-worker Jesús Campos said he felt crushed, too.

“It hurts my heart to see what is happening. We are human beings, and they are my folks,” he said.

Campos told The Baltimore Banner that the missing men are from El Salvador, Guatemala, Honduras and Mexico.

Active search and rescue ends

The Coast Guard said it was suspending the active search-and-rescue effort at 7:30 p.m. Tuesday.

"Coast Guard’s not going away, none of our partners are going away, but we’re just going to transition into a different phase," Gilreath said at a news conference.

Maryland State Police Superintendent Roland L. Butler, Jr., said it was moving to a recovery operation. Changing conditions have made it dangerous for divers, he said. 

Butler pledged to "do our very best to recover those six missing people," but the conditions are difficult.

"If we look at how challenging it is at a simple motor vehicle crash to extract an individual, I'm sure we can all imagine how much harder it is to do it in inclement weather, when it's cold, under the water, with very limited to no visibility," he said.

"There's a tremendous amount of debris in the water," which can include sharp metal and other hazards, and that could take time, Butler said.

'A long road in front of us'

Built in 1977 and referred to locally as the Key Bridge, the structure was later named after the author of the American national anthem.

The bridge is more than 8,500 feet long, or 1.6 miles. Its main section spans 1,200 feet, and it was one of the longest continuous truss bridges in the world upon its completion, according to the National Steel Bridge Alliance .

About 31,000 vehicles a day use the bridge, which equals 11.3 million vehicles per year, according to the Maryland Transportation Authority.

The river and the Port of Baltimore are both key to the shipping industry on the East Coast, generating more than $3.3 billion a year and directly employing more than 15,000 people.

Asked what people in Baltimore can expect going forward, the state's transportation secretary said it is too early to tell.

"Obviously we reached out to a number of engineering companies, so obviously we have a long road in front of us," Wiedefeld said.

Julia Jester reported from Baltimore, Patrick Smith from London, Corky Siemaszko from New York and Phil Helsel from Los Angeles.

Julia Jester is a producer for NBC News based in Washington, D.C.

Patrick Smith is a London-based editor and reporter for NBC News Digital.

Phil Helsel is a reporter for NBC News.

Corky Siemaszko is a senior reporter for NBC News Digital.