w 46 sailboat

Sign-Up for News & Stories

Stephens Waring Yacht Design

Spirit of Tradition Yachts Designed In Maine

W – 46 Racer Cruiser

LOA : 46ft 9in (14.25m) LWL : 34ft 0in (10.36m) BEAM : 11ft 1in (3.38m) DRAFT : 8ft 0in (2.43m) POWER : 27 hp Yanmar SD

DISPLACEMENT : 16,400lbs (7,440kg) SAIL AREA : 981sq ft (91.13sq m) SA/D RATIO : 24.3 D/LWL RATIO : 175

More Sailing Yachts Under 20M:

• W - 46 Racer Cruiser
• Signature 46

site by: slickfish studios

What can we help you find?

NASHUA  is the fourth W .46 racing yacht built by Rockport Marine.   Designed by Bob Stephens, the W .46s are one-design racing sloops that are competitive in the Spirit of Tradition class across many classic yacht regattas.

NASHUA has a cold-molded wooden hull, teak-over-plywood deck and elegant interior trimmed with cherry. She carries a beautiful laminated teak wheel common to all the W -Class yachts, as well as a striking inlay on her sole.

Her classic looks belie her status as a modern racing yacht with carbon spars by Hall Spars and a very well thought-out arrangement of running rigging.

Do you give up performance when you abandon the snubbed-off ends and suppositorylike deck structures of the modern race boats? Yes, you do, if LOA figures largely in your assessment. But what you gain is a piece of functional art and an "escape" vessel capable of taking you out of this digital world and returning you to a time of what is perceived at least to be analog bliss.

The hull form of the 46-footer is similar to that of the bigger boats, with plenty of deadrise and fore and aft rocker to the canoe body. The ends are long and fine; beam is pushed forward, and there is plenty of flam to the bow sections. The sheerline is sprung with confidence, and the transom is tiny. The D/L is 199 based on an "approximate" displacement of 16,000 pounds. Beam is narrow with an L/B of 4.18. You can consider any boat with an L/B of 4 or greater as being narrow. For fun, the DWL is 72 percent of the LOA. Look at the X-562 in these reviews. It has an DWL/LOA of 86 percent, i.e. more sailing length for its LOA. Draft is 8 feet with a moderate-aspect-ratio bulbed fin. The carbon fiber rudder is a semibalanced spade with a long chord.

We've come full circle with the rig. The fractional rigs of the past are now back in fashion. Of course this particular rig features swept spreaders and a carbon fiber mast and boom. An asymmetrical chute will be carried from the masthead. The SA/D of this design is 24.3, and that is certainly in keeping with modern designs.

The deck plan features a "period" cabintrunk. I'd prefer to see a little more shape to this item. Even some older boats had shapely deck structures. This trunk appears to have no taper to the sides at all, and to my eye, it looks authentic but awkward. The cockpit is long and T-shaped to make room for the large-diameter wheel. Look at that expanse of deck aft of the cockpit. This is a good place for a noninvolved crewmember to sit while racing. The long, flush foredeck won't do much for headroom below, but it sure looks great and will make sail handling forward easy. The elegance and beauty of this design is obvious in the sailplan.

If you have been sailing fat, squatty, high-freeboard boats, I think you would be amazed at the feel of the W-46. This type of boat usually has a beautiful, gentle and balanced feel to the helm that carries through a wide range of heel angles. The low freeboard means that sitting to leeward you will be close to the water rushing by, and that enhances the feeling of speed. In a one-design or PHRF setting, I don't think the small price you pay in boat speed for this aesthetic is relevant.

Also in Perry on Design

• Dragonfly 40
• Wallyrocket 51
• Clubswan 28
• Beneteau Oceanis 37.1
• M.A.T. 12.2

Also from Robert H. Perry

• Our Philosophy
• Our Partners
• RESULTS Our Track Record
• NEWS Our Blog
• CONTACT Get In Touch!

DK 46 IRC Cruiser/Racer

46′ IRC Cruser/Racer has brought performance and comfort together by winning on 6 continents.

Mills Design and DK Yachts teamed up in 2002 to produce a production IRC design which delivered new levels of performance and comfort. Marketed by Boat Sales International, the DK46 brought together three design criteria to achieve the highest performance IRC cruiser/racer: a hull and foils optimised for racing; a specification which will provide a competitive IRC rating; and a spacious and comfortable interior. The result was a genuinely dual-purpose yacht.

The first DK 46 “Erivale”, was launched in late 2003 for a UK owner, who went out and won his first five races across a range of conditions, beating Swan 45’s, Corel 45’s, and Ker 11.3’s among others in Solent Winter Series Racing and the HWS Charity Pursuit Race. This performance was a promising start to her career as a true dual-purpose Racer/Cruiser, boasting an exceptional interior, a no-compromise deck layout with seats and coamings for more relaxed sailing, and a unique combination of quality construction and attractive pricing made possible by the the competitive location of high-tech builder DK Yachts in Malaysia. These features ensured the DK 46 had global appeal: of the 12 built for example hull 2 ‘Drumstick’ went to Hong Kong, 3 ‘Fidessa Fastwave’ to the UK, hull 4 Zephyra won the Rolex Big Boat Series in San Francisco, and hull 5 Dekadence is in Melbourne.

The DK46 hull shape is geared to perform through a wide range of conditions, balancing light airs pace with the need for speed in a breeze and reaching. The central design theme is reducing resistance both through reduced wetted surface area and wave-making drag, separating out the stability requirements to be met by the large ballast package and deep fin. With increased rule support for aft-swept spreaders and non-overlapping rigs, the preferred rig solution is a tall carbon two spreader fractional rig with halyards for both masthead and fractional spinnakers. Rig dimensions have been carefully adjusted to balance aspect ratios and areas avoiding any weakness in light conditions. Off wind the masthead spinnakers on over-length poles set new levels of performance in all conditions. This simple rig configuration promotes a clean and optimised deck layout, featuring contoured seats and coamings in the cockpit, ensuring relaxed comfort while cruising with no impedance to efficient racing. Driven by twin carbon wheels, placed well outboard for maximum visibility, the driver is close to his mainsheet and tactical hands. Underdeck mainsheet and traveller leads maintain a tidy and snag-free working area, and helps bring all the major adjustments to the main trimmer. Stability is provided by the SG iron fin and large lead bulb, while the carbon rudder and stock ensure accurate responses and sensitive control.

In conjunction with Mark Tucker of Design Unlimited we created an interior that reflects the dual purpose nature of the yacht: the galley and navigation area use the full length of the starboard side of the saloon,with a comfortable, horseshoe shaped settee to port. The spacious and light saloon utilises the full width of the central hull, while leaving an open central path for access to sails when racing. Forward of the mast is a double berth cabin with adjacent head and hanging lockers. Aft of the companionway are either two double berth cabins, a combination of one double berth cabin to port and a double pipecot cabin to starboard, or an all pipecot layout for the committed racing owner. Modern styling and finishes make this yacht stand out from its competitors: a selection of interior finishes and furnishings have been carefully coordinated to compliment each other and reflect the refined approach of the builder.

This design allows us to display the full range of technical sophistication which Mills Design with engineer FCS and DK Yachts have developed. John Fox of FCS has a long background in production building in the US, which makes him very popular with builders, such as DK and Aerodyne for whom he has supplied complete engineering, along with his modelling and rendering skills using Solidworks. The DK46 is the best example of our ‘distributed development’ model of collaborative work methods in practice, uniting Mills Design in Europe, FCS in the US, and DK in Malaysia, one of the most technologically advanced builders in the industry with a dedicated drawing office, 8 station IBM Catia drafting suite, all outputting to a 25m 5 axis milling machine. For the DK46 project they required components to be delivered fully modelled, complete with rebates and flanges ready for assembly. FCS have been a leader in this sort of work, and DK were extremely impressed with what they received, comprising 48 separate parts including the structural IGU molding which they felt was the most complex single part they have milled yet for one of the first sailboats anywhere to be completely designed, engineered, and have molds built directly from 3-d modelling software. Added to this is the multinational element of a European designer working hand in hand with a specialist composites engineer in the US, for delivery to a builder in Malaysia, in what turned out to be a very successful set of relationships – one that confirms that the future of the industry is to be less geographically constrained in order to build the best boats wherever and however that may be. The DK46: A refined synthesis of speed and comfort. True cruiser/racer performance without compromise.

Project Data

Share this:, related projects you might also be interested in these.

Launched in Slovenia for a U.S. client, this performance design combines the casual elegance of an

The Cayman 28 is an all-carbon sportsboat drawn for an experienced Cayman Islands sailor to race

Flying Nikka

The challenge set for us by repeat client Roberto Lacorte for Flying Nikka was not just to have a

The MAT 1220 is our latest design for a new generation of IRC racers from MAT, emphasising

The Vismara 68 Mills ‘Pelotari Project’ is a truly dual purpose Racer/Cruiser, combining

IC37 by Melges

The first IC37 has hit the water to rave reviews.  Hull 001 was out sailing within 24 hours of her

MD75 by Mills

‘Karma’ the first MD75 by Mills has just hit the water and is already turning heads with its

wallycento Tango

Mills Design is excited to have been chosen to design Tango, the next high performance Wally 100

Cape 31 One Design

  The Cape 31 was defined from the outset as a simple clean high performance One Design without

Vismara 50 Mills

The Vismara 50 Mills is our third collaboration with the progressive Italian yard Vismara

Premier IRC 45

Concubine, the first of our latest PCT 45 IRC racing design from Premier Composite Technologies in

Vismara 56 Mills

Our latest collaboration with Vismara Marine is the Vismara 56 Mills high performance cruiser

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sailing Totem
• Charter Resources
• Destinations
• Galley Recipes
• Living Aboard
• Sails and Rigging
• Maintenance
• Best Marine Electronics & Technology

40 Best Sailboats

• By Cruising World Editors
• Updated: April 18, 2019

Sailors are certainly passionate about their boats, and if you doubt that bold statement, try posting an article dubbed “ 40 Best Sailboats ” and see what happens.

Barely had the list gone live, when one reader responded, “Where do I begin? So many glaring omissions!” Like scores of others, he listed a number of sailboats and brands that we were too stupid to think of, but unlike some, he did sign off on a somewhat upbeat note: “If it weren’t for the presence of the Bermuda 40 in Cruising World’s list, I wouldn’t even have bothered to vote.”

By vote, he means that he, like hundreds of other readers, took the time to click through to an accompanying page where we asked you to help us reshuffle our alphabetical listing of noteworthy production sailboats so that we could rank them instead by popularity. So we ask you to keep in mind that this list of the best sailboats was created by our readers.

The quest to building this list all began with such a simple question, one that’s probably been posed at one time or another in any bar where sailors meet to raise a glass or two: If you had to pick, what’re the best sailboats ever built?

In no time, a dozen or more from a variety of sailboat manufacturers were on the table and the debate was on. And so, having fun with it, we decided to put the same question to a handful of CW ‘s friends: writers and sailors and designers and builders whose opinions we value. Their favorites poured in and soon an inkling of a list began to take shape. To corral things a bit and avoid going all the way back to Joshua Slocum and his venerable Spray —Hell, to Noah and his infamous Ark —we decided to focus our concentration on production monohull sailboats, which literally opened up the sport to anyone who wanted to get out on the water. And since CW is on the verge or turning 40, we decided that would be a nice round number at which to draw the line and usher in our coming ruby anniversary.

If you enjoy scrolling through this list, which includes all types of sailboats, then perhaps you would also be interested in browsing our list of the Best Cruising Sailboats . Check it out and, of course, feel free to add your favorite boat, too. Here at Cruising World , we like nothing better than talking about boats, and it turns out, so do you.

40. Moore 24

39. pearson vanguard, 38. dufour arpege 30, 37. alerion express 28, 36. mason 43/44, 35. jeanneau sun odyssey 43ds, 34. nor’sea 27, 33. freedom 40, 32. beneteau sense 50, 31. nonsuch 30, 30. swan 44, 29. c&c landfall 38, 28. gulfstar 50, 27. sabre 36, 26. pearson triton, 25. islander 36, 24. gozzard 36, 23. bristol 40, 22. tartan 34, 21. morgan out island 41, 20. hylas 49, 19. contessa 26, 18. whitby 42, 17. columbia 50, 16. morris 36, 15. hunter 356, 13. beneteau 423, 12. westsail 32, 10. alberg 30, 9. island packet 38, 8. passport 40, 7. tayana 37, 6. peterson 44, 5. pacific seacraft 37, 4. hallberg-rassy 42, 3. catalina 30, 2. hinckley bermuda 40, 1. valiant 40.

• More: monohull , Sailboats
• More Sailboats

New to the Fleet: Pegasus Yachts 50

Balance 442 “lasai” set to debut, sailboat review: tartan 455, meet the bali 5.8, route planning in the face of climate change, how to rig everything in your favor, imtra named employee-owned company of the year.

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

• MarketPlace
• Digital Archives
• Order A Copy

Stepping aboard the new Morris 46, designed by Chuck Paine and built by Morris Yachts of Southwest Harbor, Maine, one immediately gets a sense of solid reliability.

This impression is due to several factors: the boat’s 13-foot beam, which provides excellent initial stability; its 23,500-pound displacement; and a hull that is built of solid glass with numerous longitudimals, internal frames, and bulkheads. This is a boat that will be dependable in a seaway.

I knew firsthand how solid Morris hulls were after visiting the Morris yard in Southwest Harbor and seeing several Morris sailboats under construction. During our visit John Correa, head of sales for the company, told me to try and deflect the hull on a Morris 46 under construction that had not been fitted with a deck and had only a partially completed interior.

I thought I was up to the challenge and started by pressing against the hull at the deck edge with my arms, expecting at least a little give, but found none. I then laid my shoulder against the hull, and still no give. I leveraged my knee and finally slammed my body against the hull, but it refused to acknowledge my presence. We concluded the hull was most likely sufficiently strong.

Morris Yachts’ tough hulls are attributable to three main elements: a solid laminate hull, multiple internal frames and longitudinals, and interior bulkheads continuously bonded to the hull. Each hull is laid up using vinylester resin and knitted bi-axial fiberglass built of roving and mat. This material is advertised as having a lower mat content and a higher number of directional fibers. This arrangement results in a stronger finished laminate compared to traditional woven roving and mat, since less resin is necessary (mat is resin intensive). Morris feels their finished hulls have a fiberglass to resin ratio of 53:47. A traditional woven roving and fiberglass mat hull would have a fiberglass to resin ratio of 35:65.

Inside each Morris hull there four, full-length longitudinals laid on either side of the keel, two per side. These longitudinals, approximately five inches wide and three inches high, are cored with Baltek end-grain balsa and bonded to the hull with layers of bi-axial glass and vinylester resin.

In addition to longitudinals the boat has cored balsa frames, running athwartships on 20-inch centers and placed from bow to stern and gunwale to keel. Trapezoidal sides, on both the longitudinals and the frame coring, ensure that laminates can be laid over the core without producing voids.

These numerous cored ribsthere are 30 frames and longitudinals in the Morris 46provide stiffness to the hull while the solid laminate hull gives impact protection from grounding and collision. Another advantage to a solid glass hull is no chance of delamination, sometimes a problem with cored hulls.

To add more strength to their hulls Morris builds interiors completely within each hull. There are no prebuilt interior modules lowered into a waiting hull. Building an interior in place allows each bulkhead and panel that comes in contact with the hull to be continuously glassed to it, not just tabbed in place.

When a Morris interior is completed and a deck is installed, all of the bulkheads meeting at the deck are continuously glassed in place as well.

The only concession Morris makes to modules are head units which, though built outside its designated hull, are designed so all bulkhead edges are exposed and accessible, enabling lamination to the hull once in place. Morris builds head compartments outside a hull to allow for full waterproofing and sealing.

Squaring up

To ensure these head modules and other single interior pieces are perfectly square and will fit precisely within the hull, a special stand approximately eight feet by eight feet that is both level and square was built in the Morris carpenter shop. On this stand all interior pieces are dry fit before they are taken out on the production floor to be installed. Any slight misalignments can be corrected at this stage.

Additionally, custom mock-ups can be produced on this stand before the item is produced in its final form. This fact makes it no surprise that, when a bulkhead or other interior piece leaves the carpenter’s shop for installation, it does not come back.

Since strength should not translate into excessive and unnecessary weight, Morris makes use of cored interior panels in low-stress areas. Main bulkheads, supporting the mast and keel, remain solid marine plywood, but elsewhere cored panels allow a weight savings of up to 450 pounds on a completed interior. This amount of weight is obviously better used carrying people and supplies. Though Morris Yachts owner Tom Morris is known for building hulls of solid glass, supported by internal bulkheads, frames and lon-gitudinals all glassed to the hull, he is not averse to building cored hulls or incorporating new materials into his construction. “I am only going to use a new material when I am convinced it is going to improve the quality of the boat by contributing to its overall strength and safety,” said Morris. “We are always looking into new techniques and materials and seeing how they might fit into our construction. Ultimately, we are customer driven. We make the boat to fit the needs of the owner, using our knowledge of how a proper boat should be put together.”In an example of embracing new technology, Morris recently retrofitted one of their 40-footers with a carbon spade rudder weighing a mere 35 poundsa saving of 250 pounds compared to the original fiberglass skeg-hung rudder. Both the weight savings, especially in the end of the boat, and the more aerodynamic spade rudder are expected to improve the boat’s overall performance.

Inside the Morris construction building in late May, several boats near completion showed quite different features, reflecting the owners’ specific desires and intentions for their boats. There was a Morris 46 with a fiberglass dodger, all stainless steel and aluminum deck fittings, and a monitor wind vane fitted to the stern. This boat’s owner intended to circumnavigate and wanted a rugged, maintenance-free topside.

That boat contrasts with the 46 we sailed that was finished off with varnished exterior teak trim, a piano-quality wood interior, and a layout suited for day sails along the Maine coast. For example, the stainless steel twin bow rollers to feed out the mooring pendant have several design features that gave an indication of the detailed engineering that goes into a Morris.

First, the bow roller and headstay chain plate are built as one unit so the headstay has tremendous support both fore and aft and athwartship. The stainless steel used to build the bow rollers and headstay are a combination of 3/8-inch and 1/2-inch plate, providing a better than 2:1 safety factor.

Additionally, there are no butt welds in the fabrication between the headstay chain plate and bow rollers, since the headstay chainplate is fitted through a slot in the bow rollers and welded along both sides. The whole arrangement is bolted both through the deck and stem with massive stainless steel bolts.

Chuck Paine designed the bow roller not only to incorporate and support the headstay but to project past the bow by about one foot. “This provides the sail plan with the balancing effect of having a short bowsprit,” said Paine. “But it does it without having all the problems and appearance of a bowsprit, and it allows the boat to sail with an almost effortless helm.”

I recently sailed on Vixen, the first Morris 46 to be launched, with Tom Morris and Chuck Paine. After throwing off the mooring pendant, Chuck and I moved back to the mast to watch as first the Hood roller-furling mainsail and after that the jib were pulled out. Roller-furling mainsails are normally easy to furl and unfurl, but I have yet to see one that had the shape, performance, and reliability of a battened and fully roached main.

So, as the 885 square feet of sails came out, I looked up at the mainsail expecting to see a hollow leach and flat shape. But, while on a close reach, Tom adjusted the sheets, and I realized that these sails did not show the flaws often seen on rolling-furling units.

Vertical and tapered battens in the mainsail supported a leach that showed no hollow and maybe even a little roach. Built from vertical panels, the mainsail had a well-defined draft, which was forward in the sail. By the boat’s quick acceleration to four knots in seven knots of apparent wind we all knew the sails were developing good drive.

Carbon fiber mast optional

This Morris was equipped with an optional Goetz Marine Technologies double-spreader carbon-fiber mast that was 1.5 feet taller than the aluminum masts that come standard. Carbon masts are an option that more and more Morris owners are opting for.

As we made our way out into open water, the Morris 46 easily tacked through 80° and lost little boat speed in the process. There was also little pitching as we began to encounter ocean swells.

“One reason why our boats perform so well is due to weight distribution,” said Paine. “We keep weight low and in the center of the boat. The engine is placed in the middle of the boat, right over the keel. Being directly over the keel keeps the boat’s overall center of gravity low, plus by the engine not being aft its weight is not in the end of the boat where it would contribute to pitching.”

I knew Morris was serious about weight distribution when, in looking under the main cabin floorboards, we found a 70-pound Luke storm anchor securely mounted in a cradle that was specially built and fiberglassed to the hull. One hopes that the Luke anchor will never need to come out of its cradle, but should the occasion arise those on board will know where to find it. In the meantime, the weight of the Luke anchor isn’t adversely affecting the trim of the vessel. Another factor in the boat’s good performance is its low wetted surface and modern, balanced rudder and hydrodynamic keel. As we tacked and gybed throughout the day, the Morris 46 never showed boat speed below the true wind speed. “A rule of thumb I use is that boat speed should equal the true wind speed or be half of the apparent wind speed,” said Paine. And as I watched the true, apparent, and boat speed indicators during the day I observed that we were always moving, within a knot, of the true wind speed.

Attaching a 8,200-pound antimony and lead keel (antimony is added to lead to harden it) to the hull is done using both a generous layer of 3M 5200 adhesive and 12, one-inch-diameter stainless steel bolts. Providing both flexibility and adhesion, 3M 5200 forms a watertight seal as well as a tenacious bond between the hull and the keel.

Distributed along the top of each keel are the tops of threaded, J-shaped stainless steel bolts which have been cast in the keel. These 12 bolts provide redundant security, since a single one-inch stainless steel bolt has a breaking strength of approximately 12,000 pounds.These bolts actually come through the hull at the bottom of a sump under the engine, which is about 1.5 feet deep. This sump could probably hold 50 gallons of water, and since the sump is fitted with both an electric and manual bilge pump it seems clear that any water that might accumulate in the boat could be pumped out before it sloshes above the floorboards.

“We try to build a fiberglass yacht that has the watertight integrity of a welded steel or aluminum boat,” said Tom Morris. “With a metal boat you are not forced to drill holes in the deck to mount fittings, you just weld tangs or fittings to the deck and bolt on the gear. On a glass boat you have to drill holes through the deck for the bolts needed to secure stanchions, cleats, winches, etc. When leaks occur it is usually from these holes and fittings. Prospective owners ask us how we prevent leaks since they have frequently owned boats with serious leak problems.”

Currently Morris Yachts taps and countersinks all holes drilled in the deck. A threaded hole allows a bolt to be tightened both by attaching a nut on the inside end and by the process of threading it into the tapped hole. Not allowing bolts the opportunity to move reduces the possibility of leaks starting. All backing plates are recessed into the underside of the deck so when sealant is put into the holes prior to bolts being threaded in, the sealant is not pushed out through the inside.

In keeping with the desires of Vixen’s owner, who wished to navigate in the cockpit, a Raytheon 600XX combination electronic chart and radar display was mounted on cockpit’s forward bulkhead. One display screen supported both systems and with a flick of a switch either the radar display or chart could be viewed. A useful feature on the charting system was a dotted track line showing the boat’s actual track.

As we sailed throughout the many islands that make up Casco Bay we were impressed by the resolution of the chart image and accuracy of the track line. We all realized what a good aid this unit would be in thick New England fog given that the weather on the day we sailed consisted of rain, drizzle, and fog. Of course, the best device for navigating in the fog is a properly tuned radar set and a trained operator.

It takes nine months and an inpressive 6,040 man-hours to build a Morris 46. Morris Yachts makes sure it is a methodical process that is recorded on detailed flow and task charts tacked to the wall by each boat under construction. Having spent a day in the spotless building where these yachts are constructed, having seen the solid boatbuilding skills that were employed, and having talked with the craftsmen who create them, I have no doubts about Morris Yachts being ocean-capable vessels for the voyaging sailor.

By Ocean Navigator

Outbound 46 Offshore Cruiser

Aft Cockpit Passagemaker

The Yacht That Will Take You Anywhere

The Outbound 46 is the ultimate cruising sailboat for couples who want to go offshore.

Outbound 46, technical specs.

Measurements

• LOA: 46 ft 04 in
• LWL: 40 ft 3 in
• BEAM: 13 ft 6 in
• DRAFT: 6 ft 6 in/5 ft 6 in
• DISPLACEMENT: 28,000 lbs
• BALLAST: 10,000 lbs
• SAIL AREA: 1,083 sq ft

Accommodations

• Yanmar 4JH80 Diesel
• 80 Horsepower
• FUEL: 190 Gallons
• FRESH WATER: 200 Gallons

Designed and built for serious sailors, the Outbound 46 is a fast, easy-to-handle, cruising yacht that is capable of crossing all oceans in comfort and speed. Often considered the best cruising yacht of this size ever produced, this exceptional sailboat has every feature a cruising couple could desire. With more than 80 boats produced to date, it is easy to say that every detail has been considered and refined.

An easily driven hull, innovative cockpit, a workroom with standing headroom, and an interior that truly stands out among vessels produced today, it is no wonder the Outbound 46 continues to impress discerning sailors the world over.

A Proven Classic That Performs

Proven Design

The Outbound 46 relies on a tested and proven design for its performance. Designed by the legendary Carl Schumacher, its sailing parameters are optimized with solid fiberglass construction and strengthened by a well-engineered structure. The weight of this strength is offset with a long waterline, moderate beam, easily driven lines, and proper weight distribution.

Offshore Aft Cockpit

Long and deep, the Outbound 46 cockpit is comfortable, functional, and has excellent visibility. Six-foot cockpit seats are equally great for entertaining or napping while underway. The wide coamings also serve as comfortable outboard seats. Most importantly, the cockpit is safe offshore and has proven to be exceptionally dry and well-protected.

Refined Interior

The Outbound 46 interior offers a unique semi-raised salon that creates a bright interior and allows for close interaction between the cockpit, galley, and salon. Raising the house a few inches provides plenty of natural light below, space for 390 gallons of tank capacity in the middle of the boat, and a safe three-step companionway.

Design & Sail Plan

Over twenty years ago Carl Schumacher designed a cruising boat that has proven to be one of the world’s best for generations of sailors. She is sea-kindly, fast, and remains without a true rival. The Outbound 46 is designed with a sloop rig and set up as a cutter, or, far more commonly, a solent. The large mainsail effortlessly drives the 46 no matter the headsail choice.

Hull & Deck

Outbound Yachts build quality and construction techniques are regarded as among the best. However, the genius in the 46 hull and deck are in the design details. A sailboat hull that is as fast as the 46 is has no business being so comfortable and stable at sea. While her deck may not offer the massive open feeling that matches today’s trends, it is clearly far safer in every aspect.

Deep and secure, the 46 cockpit is functional and comfortable, whether out to sea for a few hours or a few weeks. Aft, the cockpit opens to her large sugar scoop transom, a perfect place hopping aboard or to enjoy a swim. Safe in heavy weather and comfortable while on the hook, are traits that every owner wants, but few boats provide. The Outbound 46 is known for both.

Hard Dodger

Perhaps one of the most recognizable features on the Outbound 46 is the hard dodger, an option most owners opt for. Safety glass, integrated hand rails, and custom solar panels are a few of the features that define the dodger. Overhead hatches allow for airflow but the hard dodger truly shines while the 46 moves effortlessly through rough seas.

Built For Offshore Sailing

Experienced sailors value the added safety that comes with good sailing performance. The ability to sail off a lee shore, shorten a passage to within the available weather window, and safely maneuver through heavy seas are all features that make the Outbound 46 one of the best cruising sailboats in the world. Equally important is having the comfort required to avoid fatigue when heading offshore. A dry and comfortable cockpit, good visibility, and a forgiving motion are essential for a safe and enjoyable passage.

Strong Hull & Deck Construction

100% hand-laid solid fiberglass hull and the deck is vacuum bagged Divinycel for maximum rigidity.

Premium Sailing Hardware

From electric furlers and self-tailing winches to hydraulic backstays, the Outbound 46 is equiped with hardware from the industry's best manufacturers.

Fitted With North Sails

Regarded as the most sophisticated sails in the world, North Sail utilizes modern design programs and the most advanced building techniques.

On Deck Safety

Designed with serious offshore sailing in mind, all aspects from wide side decks and nonskid patterns to lifeline height and handrail placement were considered to create a safe deck.

Request Details

Contact us for more information about Outbound Yachts

Message Submitted

Your message has been sent successfully and we will be in touch soon. For immediate assistance you can also call 754-253-4420.

Onboard Safety

Onboard safety is paramount when you plan to do serious sailing. While u-shaped galleys have proven to be incredibly safe while offshore, there is also an abundance of handholds on the Outbound 46. In this photo alone there are no less than 12 handholds...can you find them all? Sturdy handholds are carefully placed throughout the entire interior.

Sensible Spaces

Every aspect of the Outbound 46 has been carefully planned in order to maximize both space and performance while sailing. While you can clearly see that the nav station is great for charting your voyage and also serves as an excellent space to work with your laptop, what you don't see are the benefits of the raised cabin sole. Raising the sole a few inches allows the fuel and water tanks to be placed in the center of the boat above the keel. Not only is this the best location for the tanks in terms of performance, it also frees up valuable space below the settees for additional storage.

Luxury Comforts

Outbound 46’s are equipped with everything from the highest quality air conditioning systems, diesel heaters and water makers, to lithium ion batteries and additional Raymarine navigation equipment. The optimization list is long and every boat has been customized to match her owners desires and planned usage.

Classic Styling

The Outbound 46 does is not attempting to be something she is not. She is a classic beauty in every sense. A sheer that more than hints at her abilities and the decision to have a defined angle where the aft end of the house meets the cockpit are examples of styling that will never be out of style. These exterior details are combined with raised panel cabinetry, strong stainless portholes, solid thickness trim and sturdy hardware. While the 46 will always retain timeless styling, it is equally important to note, it is built for the purpose of distance live aboard cruising.

Perhaps one of the best known features on the Outbound 46 is the workroom. The cockpit seat opens above this space to give full standing headroom. It is not only easy to face inboard and work on the generator or access the shaft, it is also possible to stand and rebuild a pump. The versatility of this space keeps the Outbound 46 sailing while other boats remain in the yard.

Comfortable & Spacious Onboard Living

Aboard the Outbound 46 you’ll be enjoying an interior that has been refined for over 18 years. Stepping down below you will immediately be in awe of the classic yacht style and fine woodwork, a hand-crafted feeling that is lost on most of today’s production boats. Upon closer inspection you will discover that every aspect of the interior has been well-planned and designed specifically for offshore cruising. Serious sailors appreciate the many details such as the short three-step companionway that makes movement between the cockpit and salon safe and easy, the abundance of sturdy handholds throughout, a generous amount of storage, easy access to the engine and critical mechanical systems, and of course, the world-renowned Outbound workroom.

• Classic styling and fine woodwork throughout with choice of wood finishes
• Safe Offshore U-Shaped galley
• Forward master cabin with centerline queen berth
• Aft guest cabin with double berth
• Reknowned utility workroom

Interior Tour

Large and bright, the 46 salon has both a U-shaped settee and a straight settee.can. Either can be used as a sea berth. Cabinetry outboard, under the side decks, offers ample storage. Fixed hull ports combine with overhead opening hatches to fill the salon with light.

• Opening overhead hatches
• Drop down table to make a large salon berth
• Built in liquor or wine cabinet creates an armrest in the settee when down.
• Custom placement for additional handholds

The U-shaped galley is built for safety at sea, but is equally suited for creating large meals while dockside or anchored. Positive latching cabinetry, a centerline sink, and a gimbaled stove are hallmarks of a good sea galley.

• Additional overhead cabinetry
• Separate deep freezer
• Steps from companionway

Nav Station

A forward facing navigation station that can hold full-size charts in the opening nav desk. Electrical breakers are within reach and battery switches are also nearby. Even this area of the Outbound 46 has been detailed to make her a better boat for full time cruising.

• Instruments, radios and plotters within reach
• Plenty of drawers
• AC/DC breakers and panel are easily accessible
• Forward Facing

Master Cabin & Ensuite Head

A private stateroom forward that has an ensuite head is the perfect place for owners to enjoy some quiet time. This stateroom feels like it belongs on a much larger vessel, partly because of the opening overhead hatch, but also because of the headroom and overall size of the space.

• Island or pullman berth
• Ensuite Head
• Storage under berth
• Hanging locker and additional storage

Aft Guest Cabin

The first thing noticed upon entering the aft stateroom is that there is standing headroom forward of the berth. The Outbound 46, is an aft cockpit boat with a true aft stateroom. This space has a large berth, hanging locker, drawers and even its own opening ports.

• Full headroom and space to change
• Easy access to the second head
• Cedar lined hanging locker

A full stall shower is aft of the generously proportioned head. The aft head is positioned next to the companionway stairs and also provides access to the workroom.

• Full stall shower
• Optional electric head
• Overhead opening ventilation hatch
• Storage in drawers and cabinets

Perhaps one of the best known features on the Outbound 46 is the workroom that provides a dedicated space for tool storage and to perform repairs.

• DEDICATED TOOL & EQUIPMENT STORAGE
• Space For Washer Dryer
• COCKPIT SEAT ABOVE OPENS TO PROVIDE AIRFLOW & ADDITIONAL STANDING ROOM

Engine & Mechanical Access

The Outbound 46 has been carefully planned to allow for easy access to the engine and mechanical systems has been carefully planned.

• Engine is located directly under the Companionway Steps Which raise on a hinge.
• Additinoal access to each side of the engine through doors in the aft cabin and head.
• Easy Access to Critical Mechanical Systems From The Utility Workroom

Customize With The Latest Technology & Equipment

Outbound Yachts rely on proven equipment, but constantly consider and employ the latest available marine technology to improve each boat. Every boat is semi-custom and built to order, alleviating the need for customers to install aftermarket customizations.

Lithium Ion Batteries

The optional lithium ion battery package modernizes every Outbound and revolutionizes power usage.

Glendinning Joystick Controls

A control system that allows the pilot to seamlessly control the engine and thrusters with the push or turn of a joystick.

Selden SMF System

The engineers at the largest mast manufacturer in the world created the synchronized in-mast furling system and it is available on every Outbound model. Furling an in-mast sail with perfect outhaul tension reduces the worry of fouling a mainsail. Additionally, it means owners will deploy the main more often, which translates to more days sailing.

Offshore connectivity is now available through Starlink systems. Having internet available while sailing anywhere on the planet is truly a game changer.

Additional Resources

Learn More About What Goes Into An Outbound Sailboat

Outbound Yachts are built to the highest standards with quality construction methods, top of the line materials, and fine craftsmanship. Discover what goes into an Outbound.

Discover The Outbound Lifestyle From Owners Themselves

Outbound owners are an active group that have sailed their Outbound sailboats to locations all over the world. See photos, videos, stories, and testimonials from Outbound owners themselves.

Want to see an Outbound Sailboat In Person?

Whether it be at the next boat show or a private viewing of a current owner's boat, we can get you on an Outbound. Contact us to learn about current opportunities.

Outbound Yachts are quality bluewater sailboats built for offshore cruising. Contact us to learn more or to schedule a showing.

Send a message, receive outbound updates, subscribe to the outbound newsletter, subscribed.

• 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.

Please enable JavaScript for a better experience.

Photos, video show collapse of Baltimore's Francis Scott Key Bridge after cargo ship collision

The Francis Scott Key Bridge in Baltimore, Maryland collapsed Tuesday into the Patapsco River after it was struck by a large cargo ship.

The bridge's collapse has prompted huge emergency response, with the Baltimore City Fire Department describing the collapse as a mass-casualty incident, and rescue crews searching for seven people in the river. Maryland Gov. Wes Moore has declared a state of emergency.

Baltimore  Mayor Brendon Scott  said on X that he was aware of the incident and was en route to the bridge. "Emergency personnel are on scene, and efforts are underway," he said.

The 1.6 mile, 4-lane bridge named for the author of the "Star-Spangled Banner," was the second-longest continuous-truss bridge span in the United States and third in the world.

Follow here for live updates → Baltimore's Key Bridge collapses after ship collision; rescue effort underway

Photos show collapsed Francis Scott Key Bridge in Baltimore

Videos show francis scott key bridge's collapse.

The bridge's collapse, which came after it was struck by a container ship, was distributed on social media.

What did the Francis Scott Key Bridge look like before it was hit?

Contributing: Charles Ventura, Thao Nguyen and Susan Miller, USA TODAY .

To revisit this article, visit My Profile, then View saved stories .

• Backchannel
• Newsletters
• WIRED Insider
• WIRED Consulting

Chris Baraniuk

Why the Baltimore Bridge Collapsed So Quickly

Just shy of half past 1 in the morning, the MV Dali , a giant container ship, was sailing gently out of the port of Baltimore when something went terribly wrong. Suddenly, lights all over the 300-meter-long vessel went out. They flicked on again a moment later, but the ship then began to veer to the right, toward one of the massive pylon-like supports on the Francis Scott Key truss bridge—a huge mass of steel and concrete that spans the Patapsco River.

The Dali ’s lights went out a second time. Then the impact came. The ship plowed into the support, with large sections of the bridge’s main truss section instantly snapping apart and falling into the river. It took just 20 seconds or so for the structure to come down.

Now, a major US port is in disarray, and several people who were working on the bridge at the time of its collapse are missing. A rescue operation is underway. President Biden has called the disaster a “terrible accident.” Ship traffic is currently stuck on either side of the crash site, and a major roadway through Baltimore has been cut off.

“It’s a dreadful tragedy and something you hope never to see,” says David Knight, a bridge expert and specialist adviser to the UK’s Institution of Civil Engineers. But commenting on footage of the bridge collapse , he says he is not surprised by the manner in which it crumpled.

Large steel structures may seem invulnerable, but steel, explains Knight, is relatively lightweight for its size. As soon as it is pushed or pulled the wrong way with enough force, it can fold like paper. In this case, the Francis Scott Key Bridge was a “continuous,” or unjointed, bridge that had a 366-meter-long central truss section. (Truss bridges use steel beams, arranged in triangular shapes, to support their load.) The central truss was made up of three horizontal stretches, known as spans, with two sets of supports holding these above the water. It was the third-largest structure of its kind in the world.

Adrienne So

“When you take a support away, there is very little in the way of robustness,” says Knight. “It will drag down, as we saw, all three spans.” The separate approach spans remain standing. There is nothing in Knight’s view that immediately suggests any structural problem with the bridge. An engineering firm, Hardesty & Hanover, confirmed to WIRED that it performed an inspection of the bridge in 2019, and that other inspections have been carried out since, but did not provide any additional details on the state of the structure. WIRED has approached H&H for further comment. In June last year, the US Federal Highway Administration rated the condition of the bridge as satisfactory .

The immense force of the container ship impact should not be underestimated, adds Knight. Such vessels require a lot of power and time—perhaps many minutes—to come to a complete stop. The Francis Scott Key Bridge was completed in 1977. In more recent decades, bridge engineers have commonly incorporated defenses to reduce the potential damage by ship strikes when bridges are erected in similar locations, Knight says. These include hydraulic barriers and additional concrete around the base of bridge supports, for instance. However, even with such fortifications in place, heavy strikes can still cause devastating damage.

It is not clear why lights turned off and on again on the Dali , a Singapore-flagged ship built in 2015. “That is an indication of a massive problem,” says Salvatore Mercogliano, a maritime historian at Campbell University in North Carolina and a YouTuber who has analyzed the crash .

At the time of the accident, two pilots—mariners who board a ship to help it navigate particular stretches of water, including in and out of ports—from Baltimore were on board. The Dali was broadcasting its position publicly via the automatic identification system (AIS) and was traveling at a speed of over 8.5 knots. It then slowed to around 6 knots in the moments before the crash, according to AIS data .

Both pilots and all crew members on the Dali are accounted for. There are no reports of injuries, the ship’s management company, Synergy Group, said in a statement on March 26.

ABC News reports that the crew of the vessel made a desperate mayday call in an attempt to warn transport officials that the crash was about to occur. A report from the Cybersecurity and Infrastructure Security Agency, seen by ABC, says the Dali “lost propulsion” and that the crew were aware they had “lost control” of the ship. Maryland governor Wes Moore told reporters that , thanks to the mayday call, officials were able to stem the flow of traffic over the bridge, an intervention that he says “saved lives.”

Mercogliano says it is very difficult for ships of this size to make rapid adjustments to their trajectories. Video footage shows a sudden outpouring of smoke from the vessel’s stack, indicating a change in engine activity of some kind. What is particularly disturbing is that, in this case, the vessel ends up plowing straight into one of the key supports for the bridge, clearly off course. No information as to why this happened has become public.

Photographs of the aftermath show the bow of the ship pinned beneath fallen sections of the bridge . The anchor chain is visible, meaning that at some point the anchor was dropped, though it is not certain whether this happened before or after impact. The chain appears to be at an angle, however, which Mercogliano says could be a sign that it was dropped shortly before the crash and dragged for a brief time.

Lawyer James Turner of Quadrant Chambers in London specializes in, among other things, ship collisions. He says that there would have been no automated systems on board a merchant ship of this kind able to prevent the impact. Information from radar, AIS, and visual observations would have been available to the crew, however.

But data-collecting systems may now reveal exactly what happened. As on airplanes, commercial ships have data and audio recorders on the bridge, which are often a key source of information for investigators post-incident. “The master will hit a button and that ensures that the last two hours of audio recording are preserved, as well as all the data from the various parts of the ship, like the engine and steering and so on,” explains Turner. “That can be downloaded and queried.”

He adds that estimates of the ship’s speed at the time of the incident as recorded by AIS are likely “99.99 percent accurate.”

For now, the focus of responders will be on locating survivors from the fallen bridge. Two people have been rescued, one of whom is in the hospital. Six construction workers remain missing .

The disaster has come at a difficult time for shipping, with drought afflicting the Panama Canal and Houthi attacks striking multiple vessels in the Red Sea in recent months. Somali piracy is on the rise again , also. The grounding of the Ever Given in the Suez Canal is very much still within recent memory—it occurred a mere three years ago.

The Port of Baltimore insists in a statement that it has not been shut down—road vehicles are still operating within the port—however, all ship traffic in and out is suspended until further notice. AIS data reveals around a dozen commercial vessels at anchor outside the port, their entry now blocked by the stricken bridge and the Dali . It will take some time for the US Army Corps of Engineers to remove the steel pieces of the bridge, which present a significant threat to passing vessels, from the river.

“Whatever ships are in the port are now stuck,” says Mercogliano, who notes that Baltimore is an important port in terms of car deliveries and coal exports.

Overall, he argues, maritime operations are extremely safe today, though the volume and velocity of trade mean that when things go wrong it can be especially serious.

“We move goods a lot faster than ever before, and there’s very little margin for error,” he says. “When there is a mistake, the mistakes tend to be very large.”

You Might Also Like …

In your inbox: Introducing Politics Lab , your guide to election season

Google used her to tout diversity. Now she’s suing for discrimination

Our in-house physics whiz explains how heat pumps work

The big questions the Pentagon’s new UFO report fails to answer

AirPods Pro or AirPods Max? These are the best Apple buds for your ears

Alex Christian

Matt Reynolds

Rob Reddick

Beth Mole, Ars Technica

Stephen Armstrong

The Us 46 is a 46.0ft masthead sloop designed by William Tripp Jr. and built in fiberglass by Grampian Marine since 1968.

The Us 46 is a heavy sailboat which is a reasonably good performer. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.

Us 46 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, modal title.

The content of your modal.

Personalize your sailboat data sheet

Recommended

• Click to share on Facebook (Opens in new window)
• Click to share on Twitter (Opens in new window)
• Click to email a link to a friend (Opens in new window)
• Click to copy URL

David and Victoria Beckham celebrate Easter with family aboard a $20M megayacht

• View Author Archive
• Get author RSS feed

Thanks for contacting us. We've received your submission.

Victoria and David Beckham celebrated Easter Sunday by soaking up the sun with their family aboard a multimillion-dollar megayacht in Miami.

The Spice Girls alum shared a few snaps of the festivities via Instagram , showcasing her husband and three of their four kids – Brooklyn, 25, Cruz, 19, and Harper, 12 – living their best lives. Brooklyn’s wife, Nicola Peltz, also celebrated with the family, while 21-year-old Romeo was away for the weekend.

The sun-filled snaps showed the former soccer player, 48, and Posh Spice, 49, dressed in summer attire while sporting pink-and-white bunny ears. At one point they posed upside down on a lounge while pretending to sleep for a cute pic.

In another festive pic, the happy family posed for a group shot at the back of the yacht while all sporting the same festive bunny ears.

For more Page Six you love…

• Listen to our weekly “We Hear” podcast
• Shop our exclusive merch

A third playful snap showed Peltz, 29, holding up Victoria’s leg, which remains in a boot from when she fractured her foot while working out in February.

Other pictures saw David posing with his kids as they all sported white sweatshirts.

“Happy Easter!! We love and miss you @romeobeckham!! Kisses from the Beckhams and Peltz Beckhams,” Victoria captioned the photo dump.

On Saturday, Victoria also posted a video of herself and Peltz dancing to the Spice Girls’ 1996 hit “Say You’ll Be There” while on the boat.

David also shared pics to his own Instagram feed on Sunday, including sweet throwback snaps of his sons holding a massive chocolate bunny when they were young. He included a picture of his daughter holding a yellow duck figurine and another of his wife wearing bunny ears.

Want more celebrity and pop culture news?

Start your day with Page Six Daily.

Thanks for signing up!

Please provide a valid email address.

By clicking above you agree to the Terms of Use and Privacy Policy .

Want celebrity news as it breaks? Hooked on Housewives?

It appears the A-list family has been spending several days abroad their yacht as they were first spotted taking a cruise on Wednesday.

The ritzy Riva 130 Bellissima Yacht is seemingly a new purchase for the couple, who were previously owners of a much smaller $6.5 million Riva Argo 90 .

The silver vessel, which measures about 40 meters and 130 feet, fits up to 10 guests in five suites.

Since February 2014, Victoria and David have spent the majority of their time under the Florida sun as the former Manchester United pro has signed on to work for Inter Miami CF.

When the UK natives aren’t in Florida, they are likely spending time in their  $40 million Victorian townhouse  in London, which is located on “Millionaire’s Row” in Kensington.

The couple reportedly have a combined net worth of $514 million to help support their lavish lifestyle .

Share this article:

Advertisement

Lawmakers rush to stop 'catastrophic-level event' at Texas oil fields: 'We are going to have complete and utter ecological devastation'

There is increasing alarm about West Texas oil fields that continue to produce toxic water leaks.

What's happening

The latest event was detected in Crane County in early December, when brine water poured out of the earth and over ranchland, Marfa Public Radio reported. The well wasn't plugged until Jan. 29, and the remediation project cost $2.5 million.

The water contained 154,000 chloride parts per million and at times flowed at 330 barrels, or 13,860 gallons, per hour, "creating a marsh-like scene," Mitch Borden reported. It was not always clear where it was coming from.

It took nine days to identify two wells and multiple other sources of the water. The Railroad Commission of Texas, which regulates the oil and gas industry in the Lone Star State, dug and lined 20 containment pits and had vacuum trucks remove the water.

"There was a big crack," said Sarah Stogner, an area attorney, rancher, and critic of the RRC. "You could hear the water flowing underneath your feet, and you could see bubbles. It was like being at the beach."

Why is this concerning?

The problem — perhaps caused by the injection of oil and gas wastewater underground and resulting increases in subsurface pressure — is so prevalent and productive that one leak has spawned a 60-acre body of water, Lake Boehmer . In addition to water, that abandoned wildcat well emits deadly hydrogen sulfide gas. These "zombie wells" are causing other issues too, including sinkholes.

Watch now: Solar-powered boats from the Honnold Foundation are making a difference in the Amazon

"The worst thing about this one is that it's toxic [and] radioactive produced water that is going into the groundwater," said Bill Burch, who was defeated in the Democratic primary for a seat on the RRC on March 5. "That is a horrendous, worst-case scenario, catastrophic-level event to occur in oil and gas in West Texas."

"This is now definitive unquestionable proof that the future of usable groundwater in Texas is at risk due to the salt water disposal issue," he added.

The commission said it protected "any threat to freshwater" and that area water remained uncontaminated, noting the brine water stopped flowing Jan. 21 and that the well had been cased and cemented.

"Although there is no evidence to suggest that this is an orphan oil and gas well," the commission stated in a news release , "the RRC acted quickly to remediate the water flow in Crane County because the RRC will make every effort possible to protect freshwater in Texas."

What can be done?

In February, Colorado landowners sued an oil company for abandoning wells. In January, Texas received $80 million in federal funding to plug orphan wells. 

"[TRC and Bureau of Economic Geology researchers] have what you call a war room to try to figure out what's going on in this area. It has unusual geology and unusual water flows," RRC deputy executive director Danny Sorrells said . "We want to get to the bottom of this and stop it."

Crane County is in the middle of the Permian Basin, which covers 75,000 square miles in Texas, New Mexico, and Mexico. The county is hundreds of miles from El Paso and San Antonio. Fourteen miles to the north in neighboring Ector County is Odessa, of "Friday Night Lights" fame.

"If we don't stop this now we are going to have complete and utter ecological devastation anywhere we've had historic oil and gas wells," Stogner said.

Join our free newsletter for cool news and cool tips that make it easy to help yourself while helping the planet.

Lawmakers rush to stop 'catastrophic-level event' at Texas oil fields: 'We are going to have complete and utter ecological devastation' first appeared on The Cool Down .

Advertisement

Vessels Belonging to Owner of Baltimore Ship Had Been Cited for Labor Violations

The vessels had underpaid crews and kept workers onboard for months beyond their contracts, according to an Australian regulator.

• Share full article

By Michael Forsythe ,  Peter Eavis and Jenny Gross

• March 26, 2024

Ships belonging to the company whose container vessel crashed into the Francis Scott Key Bridge in Baltimore on Tuesday have been cited in recent years for labor violations, which include underpaying ship crews and holding crew members onboard for months past their contracts, according to the Australian Maritime Safety Authority.

In 2021, the authority detained the Western Callao, another ship formerly owned by the company, the Singapore-based Grace Ocean Private Ltd., after it found that the management was in arrears paying 13 crew members and had kept them on the ship for more than 12 months, well beyond their nine-month contracts. In 2020, an inspection of the same ship in Australia found that eight sailors had been aboard it for more than 11 months.

Another ship owned by Grace Ocean, the Furness Southern Cross, had 10 seafarers aboard for more than 14 months. The infractions were “serious and shameful” violations of an international convention on maritime labor, Michael Drake, the executive director of operations for the authority, said at the time, in October 2021.

“This type of behavior is unethical and in complete contravention to the Maritime Labor Convention,” Mr. Drake said. “The international conventions that protect seafarers’ rights are very clear.”

Any factors about the crew of the Dali, the Grace-owned container ship that crashed into the Key Bridge, including fatigue, will likely be among the many items the National Transportation Safety Board examines as it looks for the cause or causes of the crash.

Grace Ocean owns 55 ships, according to Equasis , a public database of ship information. While global companies such as Maersk charter the vessels, the owners and the ship managers are generally responsible for managing the crew and maintaining the ships. The management company for the Dali, Synergy Marine, was not the company managing the two vessels cited by Australia.

The extremely opaque nature of global ship-owning makes finding the ultimate owners and holding them accountable for any violations difficult. According to Singapore company records, Grace Ocean is owned by the British Virgin Islands-based Grace Ocean Investment Limited. Lloyds List, which first reported Grace Ocean’s infractions in 2021, reported that Grace Ocean Investment is based in Hong Kong. But the company matching the name and address in Lloyd’s database dissolved in 2015, according to Hong Kong company records.

The Singapore company has four directors — two Filipino citizens, a Singaporean and a Japanese person — with all listing addresses in Singapore, records show.

Alexandra Wrage, the president and founder of Trace, a group focused on anti-bribery, compliance and good governance, said that ship ownership structures were designed to maximize opacity and minimize accountability.

“There are some good actors in this space, but shipping is the Wild West from a compliance and accountability perspective,” Ms. Wrage said. “And when compliance and accountability aren’t priorities, issues like environmental standards, labor practices and health and safety often aren’t either.”

The Dali had 22 crew members from India onboard, according to a statement from Grace Ocean and Synergy Marine. None were injured.

An inspection of the Dali last year at a port in Chile found that the vessel had a deficiency related to “propulsion and auxiliary machinery.” The inspection, conducted on June 27 at the port of San Antonio, specified that the problem concerned gauges and thermometers.

The Dali has had 27 inspections since 2015, according to Equasis. The only other deficiency, a damaged hull “impairing seaworthiness,” was found in 2016, at the port of Antwerp, in Belgium. The vessel hit a berth at the port that year. A spokesman representing Grace Ocean and Synergy did not immediately have a comment on the labor violations or on the deficiency reported last year.

Michael Forsythe a reporter on the investigations team at The Times, based in New York. He has written extensively about, and from, China. More about Michael Forsythe

Peter Eavis reports on business, financial markets, the economy and companies across different sectors. More about Peter Eavis

Jenny Gross is a reporter for The Times in London covering breaking news and other topics. More about Jenny Gross