mason 33 sailboat

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Though expensive, the Mason 33 is of high quality; we can find little about her we don't like.

The Mason 33 was built in the mid- to late ’80s by the Ta Shing yard in Taiwan, and imported by Pacific Asian Enterprises in California. She is a moderate traditional design that harkens back to the CCA handicapping rule of the 1960s. It might best be described as a modern full-keel hull, with a cut away forefoot and sharply turned bilges to reduce wetted surface. Though narrow and short on the waterline compared to modern lightweight fin-keelers, she is beamier, with shorter overhangs, than you would find on a typical 1960s design. If the CCA racing rule had survived into the 1980s, we suspect the Mason 33 would be a typical, if conservative, specimen.

PAE’s requirements to the designer were for a seakindly hull with the capability for carrying ample stores and an ability to take a couple or small crew anywhere. The company makes no bones about their distaste for the standard issue contemporary finkeelers, which they dismiss as limited-purpose boats, suitable only for minimal coastal cruising, with too many berths and totally inadequate storage space. They believe the moderate traditional design of their 33 makes for not only comfortable coastal cruising and daysailing, but also blue-water passagemaking and as a living aboard. And it’s conceivable you could even race one in PHRF.

CONSTRUCTION

The hull is a standard solid fiberglass hand-laid laminate. It’s different from others in a couple of respects. The company specified a somewhat heavier than normal laminate, and the hull also has four full-length longitudinal stringers to give additional support to the bulkheads and floors.

Isophthalic resin is used in the laminate—the current theory is that iso resins are less water permeable and hence less likely to allow hull blistering to develop. PAE also recommended that buyers have an epoxy coating put on at the factory.

The ballast keel is iron, placed inside the hull molding in two pieces, taped into place, and sealed to minimize rust or leakage problems in case of a hard grounding. Americans are more accustomed to lead keels, which are unquestionably preferable for exterior ballast, but iron interior keels are fairly common in the Oriental boats, and we don’t hear of many problems. (The external iron keels common on European boats are more rust prone and a higher maintenance item.)

The deck molding is a standard glass layup with balsa core, with plywood in the cabin trunk and other spots to provide additional backing strength and attachment points for the interior joinerwork. The non-skid on deck is satisfactory, but the optional teak overlay is generally preferable. While it did cost $2,280, the price was reasonable (probably about a third of what it would cost in the US), especially considering the quality of it and the finished appearance it gives the boat.

Further, the hull has the displacement, ballast, and form stability so that the added weight of the teak deck won’t be the problem it could be on a lighter design.

The hull-to-deck joint is a standard inward turning hull flange, on top of which the deck rests. It’s somewhat unusual in that the teak toerail sits on top of (and hides) a stainless steel flat bar on top of the deck. Inside the hull there’s a matching stainless flat bar. The flat bars act as extended washers for the through bolts which fasten the joint together, with every other bolt going through the toerail as well as through the joint. About the only complaint we have heard about the older Masons was some leaking in the hull-to-deck joint, but it’s hard to see how the joint could leak on the 33.

The exterior finish of the hull and deck is generally good, with no evident hardspots to mar the fairness of the hull in any of the three boats we examined. The gelcoat work also appeared good. Although we went over the topsides and cabin house of one of the three boats carefully, we found no flaws—a rarity in fiberglass boatbuilding.

The boat has fairly extensive teak trim on the exterior, most notably the heavy-duty toerail, cockpit grates, and cabin trim. The standard hatches are teak, with lexan tops. If you’re not into the high maintenance of wood hatches, you could get optional Goiot or Taiwan brand (“Manship”) hatches. (The Taiwan hatches look like knock-offs, as well made but cheaper than the Goiot.) Having the exterior teak varnished was a $625 option. The result is the look of real quality, but requires the owner to get involved with the continuous maintenance required of varnished teak.

One of the things that marks the construction as good quality is the exterior detail. The custom made cleats and chocks, for example, are well done and well fitted to the teak trim, and the little stainless steel chafing strips to protect the teak around the stern chocks are just one of the many nice touches.

Although we might have preferred some things to be different (like using lead ballast rather than iron), it is clear that the developers and builder have given thought to all details of the boat’s construction. Overall, it is hard to find fault with any aspect of it.

HANDLING UNDER POWER

Early models of the boat came with a 21-hp. Westerbeke, normal for an offshore cruiser but probably near the minimum size for the American market. Later boats have a Yanmar three-cylinder diesel, at 27 hp adequate for the boat and more in line with what most Americans like in a coastal cruiser. The fuel tanks holds 35 gallons for a good powering range.

Standard is a three-blade propeller. A two-blade would be much preferable for performance under sail, since it could be positioned upright in the aperature between the aft end of the keel and the forward edge of the rudder. However, under power, the two-blade “hammers”—that is, it creates a sharp vibration because the two blades are alternately in the water flow but then hidden behind the keel and not pushing any water when vertical.

The hammering is a minor irritant, but we can imagine it becoming major during long motoring sessions. Unfortunately, it is inherent in the hull design.

The company recommended buying both a three-blade and a two-blade, using the three-blade most of the time but putting on the two-blade prior to long passages under sail. We would be inclined to go with a two-blade and put up with the vibration, but that’s a choice each person will have to make.

The boat we sailed had a two-blade prop and the Westerbeke diesel, and we found that the boat generally behaved well under power, being just a mite disinclined to back up in a straight line. Otherwise, she tracks and turns well, though long keel/attached rudder boats always have a longer turning radius than the fin keel/separate rudder models most people are accustomed to these days.

The engine installation is well done—there’s a good drip pan under the engine and everthing is neat and tidy. Full access to the engine, however, requires not only removing the companionway steps but also taking out a drawer assembly. It’s not a complicated job—you have only to remove two wing nuts, but it takes some time.

HANDLING UNDER SAIL

The Mason 33 is heavy by comparison to most boats its size, and it definitely has a different “feel” to it. We sailed it on a fairly calm day on the Pacific, but it was easy to sense that it would handle rough conditions in a more sedate fashion than typical modern lightweights.

Given that it is a long keeled boat with lots of wetted surface, it probably will not be a sprightly performer in light airs, but it has a powerful enough sail plan that the boat moved well in the 8-10 knots of air that we sailed in. Our sense was that the hull must be quite efficient for its type, since the boat sailed better than we expected in the conditions. Though we did not try it in heavy air, we suspect that the boat will be at its best sailing in a good blow.

The Mason 33 points well enough considering her outboard shrouds and her hull design, but windward work will not be her forte. She will do her best with the wind slightly ahead of the beam and next best from a beam reach to a broad reach. She rolls a lot dead downwind in heavy air.

Compared to modern racer/cruisers like the Pearson 33 or Beneteau 345, she will be quite slow for typical coastal cruising, especially in light air and to windward, but for sailing she was obviously designed for long distance passages, at which she should be respectable.

The boat comes with a mainsail and 100% working jib as standard equipment, so most people will want to add a genoa and spinnaker. The boat we sailed had a roller furling jib of about 130% which would be right for moderate- to heavier-air locales. For light-wind areas, a 140% would probably be better. The boat should handle a reefable 150% if you decided not to get furling gear.

The standard sails are made by Sobstad Watts. The main on the boat we sailed was good, the jib average. If we had a sailmaker whom we knew and trusted, our inclination would be to try to negotiate a purchase so we could have the sails made by our own sailmaker. However the standard sails are good enough that we wouldn’t feel “stuck” if we got them. That’s not common when stock sails come with a boat these days.

The teak decks, high toerail, and grabrails on the cabin top make movement around the deck easy. The walkways are plenty wide, and even the outboard shrouds require only a small duck and dodge when going forward.

We liked the deep cockpit of the boat, with its high coaming and comfortable seats, but it is somewhat smaller (more suited for seagoing) than is common nowadays. It’s definitely a cruising cockpit, and a racing crew of four or five would rapidly get in each other’s way, but it works well for a couple. Tiller steering is standard, but most everyone opts for the wheel which does provide more room. The cockpit lockers are enormous. They’re actually too big in the new boat configuration, and most owners will want to subdivide them with partitions, canvas, or netting so things don’t get jumbled.

The Lewmar #40 self-tailers are adequate, with easy access, but 43s are optional for weaker or harder-driving owners. A set of secondary winches is available; however, there’s scarcely enough room on the coaming top—we’d probably try to get by without them, even when flying a staysail or spinnaker.

The standard mainsheet winch is a Lewmar 16—we’d spring for the self-tailing Lewmar 30, since the traveler is ahead of the companionway and the sheet is not only loaded up but also prone to plenty of friction as it leads forward to the mast before turning down to the deck and back underneath the dodger coaming. Sail controls are minimal—you have to go to the mast to adjust the Cunningham, outhaul, or vang, so you won’t be doing much tweaking of sail trim.

The foredeck is small, adequate for sail handling and anchor work, but with not much room for sunbathing or lounging. The bow anchor roller is set up for a CQR. The forepeak is called a chainlocker. We would consider stowing nylon anchor rode there, but chain would put way too much weight forward. One problem to solve is where to put the anchors and rodes necessary for serious cruising. In this, the 33 is typical of most boats her size.

One shortcoming on deck—again inherent in the design of the boat—is that there is no good way to permanently install a swim ladder. The conventional transom mount does not work well because of the traditional slope of the transom, and a permanent mount has not been devised for the port or starboard side gates. The company sells a handsome teak ladder as an option, but it has to be removed and stowed when you’re underway.

The interior of the Mason 33 does not look spacious. That’s partly because it is quite teaky and fairly dark, but mostly because everything inside the boat is good sized, especially the storage spaces. In fact, there is considerably more storage on the Mason 33 than there is on many larger boats, like the O’Day 40. We particularly liked the roomy forepeak (which has all but disappeared on many current boats), the double hanging lockers, the small hanging locker next to the companionway for wet gear, and the adequate space for food stowage in the galley.

Layout below is fairly conventional, but the spacing and all the details have been attended to—we found few nits to pick and many details that were pleasantly surprising.

The galley has ample fiddled counters and good deep sinks and should work well under sail. At anchor, it’s awkward in that the floor rises to follow the hull contour. The icebox is big enough and apparently well insulated, hot and cold pressure water are standard, and there are two water tanks for a total of 65 gallons.

Opposite the galley is the navigation station, with an adequately sized chart table and a sort of “screen” bulkhead to protect charts and electronics from sea or rain water entering through the companionway. The electrical panel is beautiful.

Settees are port and starboard of a centerline table, and a pilot berth is available portside, though most owners will likely use the space for storage. The head has a shower which drains into the sump tank, good storage space, and a decent wash basin.

The berthing arrangement makes it clear that the boat is primarily designed for a couple, with perhaps at most one child or two young children and only occasional guests.

Notable below is the joinerwork which is uniformly of good quality. Teak is most everywhere—either veneered plywood or solid—with white formica as contrast. Hatches and portholes provide good light, augmented by deck prisms. Ventilation is adequate, with a big dorade and cowl forward, exhausting the forward cabin and head, and ten opening ports as standard equipment. For passage-making, a couple more deck vents would be desirable.

CONCLUSIONS

We hate to sound mush headed, but there is simply little to criticize in the Mason 33.

It is true that some people may not like the full keel design of the boat, preferring a lighter, high performance hull. But given the design, there is hardly anything wrong.

Her construction is solid, her deck is well laid out with good equipment, her spars and sail handling equipment are good quality, her interior is well laid out and well finished, the machinery and mechanical systems are made well and installed properly, and she’s a pretty good looking boat, though on the plain side.

We can’t even object to the price. She is expensive, but there are almost no boats of comparable quality in her size range, and the few you could buy are so much more expensive that they are not realistic alternatives.

For someone wanting a serious blue water cruiser or a livaboard boat in her size range, she is the logical choice. For others, wanting a coastal cruiser or a weekender/daysailer, she is probably less practical—more boat than would be needed. But of course many people buy not just a boat, but the dream of being able to take off at any moment and leave the boss and the rat race behind. The Mason is one of the few boats we’ve seen recently that is capable of actualizing the dream.

This article was first publlished on June 14, 2000 and has been updated.

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I am considering the purchase of a Mason 33 and have had little luck in finding first hand information on this model. If anyone has either owned or sailed on one their input would be greatly appreciated. The other boat I am considering is a Cabo Rico 34 comparisons would be welcome as well. Thanks for your help.  

This thread might have some leads for info regarding the Mason 33: http://www.sailnet.com/forums/showthread.php?t=39066&highlight=mason I've been aboard the Cabo Rico 34. For a Crealock design, it is fairly roomy given its L.O.A. I thought the fit and finish was fairly high quality. They never built them in high volume, so they're a bit hard to come by on the used market. They were later stretched to 36' by adding 2' at the stern. This stretch gave some nice additional locker storage aft of the cockpit. [But don't confuse this 36' stretched version (of the 34) with the earlier CR Tiburon 36', which itself was later stretched to become the CR 38.] If you are looking at this style/type of boat, I would compare it with the Crealock designed Pacific Seacraft 34, even if simply as a data point.  

John, Thank you for the lead I sent an email to the folks on the thread. I have looked at the PS 34 as well. I am not a huge fan of canoe sterns from an asthetic point of view but I think all three boats (mason, psc, cabo ) are similiar. Eric  

ebornstein said: I have looked at the PS 34 as well. I am not a huge fan of canoe sterns from an asthetic point of view but I think all three boats (mason, psc, cabo ) are similiar. Eric Click to expand...

I was going to buy a Mason 33s a few months ago but had a change of heart. The change was towards getting a larger boat and didn't have anything to do with the Mason itself. Originally I was looking for a boat under '35 OAL (real OAL length, not what's listed) so it would fit in my slip. I decided not to constrain myself to the slip size and dropped the Mason idea. They are beautiful, very well made boats and once you've been on a Mason 33 and a PSC34 (shopped and looked at theses extensively) you will want the Mason. I've had discussions with the two Masons listed in the states and traveled out to Texas to see the one listed there. I have some photos of the TX boat and would be glad to talk to you about either of the two boats. I also looked at one in CA that got an offer the day I saw her, she sold. That's assuming you didn't find another listing (they only made 24 of these boats.) I've also talked with Windsaloft from this forum, and he was a great help. PM me if you'd like to talk, I'm happy to share my opinion and what I learned. -Gary  

Gary Thanks for the feedback. I would be interested in talking with you. Any additional pictures would be appreciated as well. In addition to the Mason I am also looking at the CR34 and I just saw a PS32 PH which looked very interesting. If you want to send me your phone number I would like to chat. My email address is ebornstein at yahoo dot com. If you could send the mason pictures that would be great. best regards, Eric  

ebornstein said: In addition to the Mason I am also looking at the CR34 and I just saw a PS32 PH which looked very interesting. Eric Click to expand...

I'm looking at buying a Mason 44, I've had some very good information from Roger Eide at Alibi Yachts. he's been associated with Masons for a long time and has some good insights. You might like to contact him he's very helpful and knowledgable.  

Roger was very helpful to me as well. Seems like a very straight forward broker and know's the Mason line very well.  

I own a Mason 33 --- LOVE IT for cruising. Happy to share info. I don't post enough to have an email in my post, but will try it this way: windsaloft at rmisp dot com Terri  

I've got the same problem so I might as well reply here The Mason is a beautiful boat for sure  

HI, Rob here. Lion 35......... I was reading that you looked at the Mason 33 that is on Lake Texoma in TX. I used to have a boat there and have been keeping my eye on that boat for over a year now. I was wanting to know if it is as clean as it looks in the photos. I am currently drifting whether to buy a lesser boat for lesser money or go for better quality like the Mason. She is pricey for the size and I am a bit concerned hat the 33 is a bit too small and I will grow out of it. I am 6-1 and headroom is a factor. I just was wanting to get your opinion. I asked the broker to send a few more pics a while back but it never happened. Thanks!  

JR828, I sent you a PM. The boat in Texas is in very good shape.  

Hi, Eric. Bought a 1985 Mason 33 in October 2007, completed major renovation in July 2008. Spent 16 days solo offshore in June, 2009, and cruised to Nova Scotia double-handed in July 2010. This is a fabulous, sea-kindly vessel that will bring you home safely. Only 27 were built between 1985 and 1987 by PAE. Happy to elaborate. Jay  

Mason is one of the boats mabe by the Taiwan yard, Ta Ching. They also made the Taba, tashiba, Norseman, and Taswell and are one of the best yards in the orient. The boats hold their price well.  

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1974 Mason 33' Steel Ketch

• Description

Seller's Description

“Astragale” is a Mason 33s Ketch, Professionally built in 1974 by Paul Mailloux of Mailloux Leclerc shipyard in le-aux-Coudres, Charlevoix QC, using mild steel. Deck and hull plates are 1/8 of an inch, keel plates are 3/16 of an inch. She is a Canadian Registered Vessel with an assigned MMIS and is ready to take you anywhere you wish to go.
 In 2005 the boat interior was stripped and a complete sandblasting was completed inside, followed by epoxy coatings of Devoe Bar-rust 235 and proper insulation. The lead bricks where removed from the keel and recoated with Devoe Pre-prime 167 and Bar-rust 235. The lead ballast bricks were put back in the keel and sealed in place. Lower bilge sections were topped with International Bilgekote. A dog house was added, of 1/8 inch plate, creating an inside watch area with a collapsible seat. Portholes are made of 3/8 Lexan.
 The outside hull was sandblasted and epoxy coated with Sherwin Williams Dura-Plate 235, followed with International Micron CSC ablative antifouling. Deck and freeboard received a new two components polyurethane acrylic Sherwin Williams Acrolon 218HS. Freeboard and deck were recoated in 2016.

Equipment: Make: Yanmar Model: 3YM Fuel: Diesel Engine Power: 29hp Hours: 350 Type: Inboard Year: Purchased 2009 but not installed until 2014.

There is a 2021 Marine Survey available to serious buyers.

Interior layout was rebuilt with respect to the original plan by professional cabinet makers. Flooring uses balau hardwood, lower cabinetry is made of marine mahogany plywood and hardwood, partitions and the upper cabinetry is beech wood. Roof and wall covering is grooved and painted lauan. The yacht sleeps four (4).

Seating and bedding foam were custom made in 2014 with memory foam on top for the cabin; off white curtains; raspberry red fabric upholstery; painted and grooved headliner; hardwood cabin sole; beechwood and mahogany cabinetry.

The Lavac Manual head has a 50 litre holding tank with Y-valves, allowing direct overboard discharge, manual holding tank pump out, or vacuum out.

The galley is equipped with a single stainless steel sink, top load icebox and an Origo alcohol stove. There is a 240 litre capacity stainless steel water tank, a fresh water foot pump and a salt water hand pump. The Dickinson/Bristol diesel fuel stove heater has its own fuel tank which can be filled from the main fuel tank, as can the 40 litre day fuel tank for the engine. The main fuel tank is located beneath the floor and is about 100 litres.

The Yanmar 3YM 29hp inboard diesel engine was purchased in 2009 (stored inside) but was not installed until 2014 with new diesel hoses and exhaust, water filter, oil filter, fuel filters and control panel; fixed propeller; oil/water/temp alarm; raw water filter; bilge blower; fume detector and CO detector.

The electrical system is maintained through the charging of 3 AGM 12 volt batteries, by an alternator via a 12 volt electrical panel with circuit breakers. There is a 350 watt Pure sine wave inverter and two 200w solar panels connected with a MPPT EP solar/tracer 20A. There is a volts/amps digital meter microblog, a Blue Sea ML-ACR automatic charging relay and a switch at helm for emergency start. There is also a 15w solar panel for winter battery maintenance. Ground tackle: Main anchor Rockna with 200 of chain, standby Danforth with 100 chain/100 rope. A second Danforth with 200 of rope. Electronics: Standard Horizon VHF - Matrix AIS GX 2150 plus a RAM 3 remote at helm. AIS targets are displayed on RAM mike, radio display panel and integrated into the GPS plotters. Lowrance HDS7 Generation 2 Plotter at helm complete with Lowrance Broadband 36 Radar and Lowrance Dual Frequency Depthsounder. A second Lowrance HDS5 Generation 2 Plotter located inside includes C-Map NS to NL and C-Map Canada North/East. Autohelm ST4000 autopilot and a Sailomat wind steering system. Compass at helm. 
Pioneer CD stereo w/speakers.M

Sails and Rigging Two aluminum masts & booms; stainless steel standing rigging; masts stepped on deck; head swivel furling; 2 x Barient 2-speed self tailing Genoa sheet winches; 2 x Gibb 2-speed mizzen asymmetric sheet winches; 3 x Gibb 2-speed main, mizzen, Genoa halyard winches; 1 x Gibb 1-speed main reefing winch; three winch handles; Genoa gear; spinnaker gear & pole; topping lift; sheets; flag halyard; double mainsheet blocks; removable inner baby forestay ( small storm jib).

Sail inventory includes:
Mainsail
Mizzen
Genoa
Jib
Asymmetric Spinnaker


Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

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Mason 33 - The Good, the Bad and the Ugly

• Thread starter Steve
• Start date Feb 9, 2006
• Brand-Specific Forums
• Other Sailboats

On the verge of purchasing a 1985 Mason 33. Anyone feel like offering up positive and negative experiences this this model?  

john morris

curious steve, i read your post from last month and wonder if you bought the mason 33 i had seen advertised in long beach, ca. beutiful, well made boats. i'm looking at a cape dory 33' myself and looking for other opinions. thanks john  

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The Mason 33 is a 33.75ft masthead sloop designed by Al Mason and built in fiberglass by Ta Shing Yacht Building Ltd. between 1984 and 1989.

20 units have been built..

The Mason 33 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.

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1985 Mason 33

$69,900.

Thera has been well maintained by her owner of over 20 years. The Yanmar diesel is 12 years old, the boat has received new sails, canvas and had the bottom sand blasted within the last 3 years. Other features include immaculate interior, feathering prop, electric head and a Espar heater. 

Specifications

Additional info, basic boat info, engines / speed.

• Make: Yanmar
• Model: 3gm30F
• Fuel: Diesel
• Type: Inboard
• Propeller Type: 3 Blade, Feathering
• Engine Location: Center
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Ferretti Yachts and Riva to attend Moscow Boat Show 2013

• Inspiration

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• Yacht Charter & Superyacht News >

Written by Zuzana Bednarova

To be represented by Premium Yachts, Ferretti Yachts and Riva , two prestigious brands of the Ferretti Group, will be present at the Moscow International Boat Show 2013, displaying motor yacht Ferretti 530 as well as Riva Iseo yacht tender.

Luxury motor yacht Ferretti 530

Luxury yacht Ferretti 530 was very keen to undertake in collaboration once again with AYT – Advanced Yacht Technology, Ferretti Group Engineering Division and Studio Zuccon International Project . The compact dimensions, 16 meters long and almost 5 meters wide, allow the 530 yacht to deliver grand Italian luxury and cruising immersed in such comfort until now unheard of in a yacht of this size.

Ferretti 530 yacht boasts three revolutionary innovations: the full beam master cabin with chaise longue and two large open view windows that make it a real suite at sea level bathed in light, tones and the natural essences of teak. Moving the galley from the center to the aft section creates a unique open space that includes the saloon, galley, cocktail bar and the dining area, the cockpit area continues thanks to the tilting window. The roll bar free sky lounge and the spoiler allow the 530 a sporty appearance combined with elegantly formal lines.

Ferretti 530 Yacht - Interior

Riva , the iconic Ferretti Group brand, presented a new model at the historical Lake d’Iseo shipyards in July 2011. Featuring elegance and ease of transportation as its distinctive characteristics, Iseo superyacht tender , a 27 foot runabout, is destined to become a must-have for those who love cruising on both lakes and the sea, and, most importantly, design enthusiasts. It is also perfect for anyone wishing to enhance their yacht with an exclusive tender that will never go unnoticed.

Riva Iseo superyacht tender

Due to its ease of manoeuvrability and size, Iseo yacht tender is also ideal as a tender for large yachts. Innovative and elegant, it can also guarantee comfort in bad weather conditions. Besides the electrohydraulic bimini top, it was also designed with a waterproof, automobile-style soft top which protects those on board against water and the wind during cruising.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Ferretti Yachts and Riva to attend Moscow Boat Show 2013".

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The Musings of a Hopeless Wanderer

Engaging in the eternal search for the meaning of life...or a good time.

• Netherlands

Monday, September 3, 2018

Tackling moscow by train and boat.

Our first full day in Moscow started fairly late since we were still catching up on sleep.  Around 1, we finally were able to get our act together and get out the door. 

We stopped by a cafe to get some breakfast and headed over to the Red Square.  Since the festival is going on, we had to go through metal detectors.  Once we cleared security, we reached the State Historical Museum which provided an entrance to the Red Square.

We walked the length of the Red Square, passing by the Kazan cathedral.

Under normal conditions, the Red Square is a large walking area with the State Historical Museum on one end and St. Basil's on the other end.  On the sides is the Kremlin wall on one side and then the GUM shopping mall and the Kazan cathedral on the other side.  Presently, the walking area has been considerably narrowed and the fesitval grounds occupying a large space between the Kremlin and the mall.

We even asked a stranger to take our picture!

After walking around the Red Square, we had to leave to meet up with our Metro Tour.  

Moscow has famously pretty metro stations so metro tours are quite popular.  We booked a relatively inexpensive tour through a tour group which met outside of the Red Square.

On our way, we passed by the Kremlin gardens and the tomb to the unknown soldier and the eternal flame.

We soon met up with our group which, fortunately, was only 5 people.  Our guide told us that we were going to visit 8 stations during the 1.5 hour tour.  

Honestly, a lot of the stations blended in to me so I won't be able to give you a detailed description of all of them.  However, I did learn that there are 222 metro stations and the trains come every 2-3 minutes reliably.  For that reason, Moscow > DC. 

One of the first metro stations we visited had bronze statues all over of various depictions.  Many of the statues had superstitions tied to them.  For example, for a statue of the dog, it's held that if you rub the nose of the dog, you'll have good luck.  Consequently, most of the statue is tarnished - except for the nose.  I joked to Tomas that they probably rotate the "good luck" portion of the statue to ensure the entire statue gets polished.

However, I do remember some of the stations.

Novoslobodskaya is a station adorned with stained glass on the walls.

There was also Belarusskaya, which paid tribute to Belarus.

Another station which name I cannot remember but had pretty mosaics in the ceilings.

My favorite station was Komsomolskaya.  It's the busiest station and a hub for other connecting trains.  It was built during Statlin times and he wanted the station to embody beauty to set a good first impression to Russia.

I'd seen pictures of it beforehand since it's the most famous but it's so much more impressive in person.

Look at these ceilings!

Overall it was a very interesting tour.  Not sure of any other city which could offer a metro tour.  DC certainly can't...

After the tour, we headed back of the hotel to rest for a bit.  We had purchased tickets to a tour hour boat down the Moscow river.  The tickets were good for any time on any day and the boats left every 20min.  We decided to knock the tour out that day and headed over to the pier.  

We arrived at the pier and saw a boat by the company we had purchased from boarding.  We approached and they shook their head and said it wasn't the right boat. 

So we waited for another boat.

Another boat came along by the same company we had purchased from so weapproached them.  Again - we were told it wasn't the right boat and the boat we were looking for was coming.  

A third boat came along which was NOT by the company we had purchased from.  By this point, it had been longer than 20min waiting and I was starting to suspect that the correct boat was actually one of the ones which turned us away.   We approached the 3rd boat to ask if they knew which boat we should be on.  However, when we approached,  they waved us aboard without scanning our tickets.

So, we boarded the 3rd boat....which was definitely not ours.

We settled into an upper deck, open air table to take in the views.

We passed by pretty buildings.

The somewhat impressive cathedral of Christ the Savior.

This random statue.

After about hour on the cruise, Tomas remarked that it had been about an hour so we should be turning around soon.  I reminded him that we actually had no idea how long this cruise was or where we would be dropped off.  Since we were on the wrong boat.

Fortunately, it did turn around and took us back to the pier.  

For dinner, we decided to go to this burger place, Black Star Burger, which our guide told us about.  Tomas really liked his - I thought mine was OK.  It was a decent size patty with a mountain of Cole slaw on top.  We've realized that apparently Russians dislike getting their hands dirty while eating so some restaurants will give out gloves to use.  This particular restaurant gave out black gloves.

Tomas modeling our dinner.

Since little mum has been asking about pictures which show my feet, I assume she wanted to see my new shoes.  I recently bought Allbirds which are suppose to be super comfortable walking shoes which you wear without socks and can be washed.  I didn't wear them too extensively beforehand, so that was probably my first error.  I also didn't bring another pair of good walking shoes,  which was likely my second error.  The Allbirds were great the first two days without socks.  Midway through the third day, my right foot was quite unhappy. Left foot was a trooper. So, now I have a bandaid on the heel of my right foot and wear socks.  

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