saga 40 yacht

Saltram Saga 40 for Sale in Rebak Island Marina, Langkawi.

Used yachts for sale, sail monohulls 35ft > 40ft,        saltram boats for sale, saltram saga 40 boats for sale.

SALTRAM SAGA 40 similar search results:

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The saltram saga 40 shown below has been sold:, saltram saga 40.

Sales information

• De Valk Hindeloopen The Netherlands
• +31 514 52 40 00
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Broker's comments.

The Saga 40 “Steppenwolf " is built by the famous yard Skentelbery and Sons in Plymouth England. She is completely factory finished to a very high standard as a long distance cruiser. Space, safety, ease of maintenance, seaworthy is just a few key words to describe her. The Saga 40 is famous for its sea kindness and dry cockpit in even the worst conditions.

General - SALTRAM SAGA 40

GRP sailing yacht Saltram Saga 40 " Steppenwolf ", built in 1994 by K.R. Skentelbery & Sons in Plymouth UK, building number KRSGB436387, designed by Allan Pape, dim.: 11,98 m x 3,75 m x 1,98 m, GRP hull, deck and superstructure, teak cockpit locker covers, white hull, hardened glass windows in aluminum framing together with Lewmar deck hatches, S-shaped hull, long keel, displacement approx: 13,5 tonnes, ballast approx: 5 tonnes (lead), fuel tank (stainless steel): approx. 270liters with fuel tank gauge, fresh water tanks (stainless steel): approx. 250 liters, 80 liters dirty water tank, tiller steering.

Accommodation

Floor in maple planks on plywood, locker doors are louvered in Mahogany. All panels are painted in with gloss finished Mahogany trim including the ceiling panels. Interior Lights are all in stainless steel ( Danish cabin lights), Force 10 cooker with 3 flames and oven. Reflex diesel cabin heater s/switch app. 50 liter, stainless steel 270 liter water tank with one electric and one manual pomp, water heater, heated by engine or by 220v with 50 liter boiler, galley with a fridge cabinet and a double sink, extra freezer cabinet in the aft locker, toilet with 70 liter holding tank, with possibility to pomp out and suck from the outside, hot and cold water shower. All manual Patey pumps are double diaphragm pumps, used in the holding tank, shower and bilge.

Perkins M60 diesel engine with 60 hp (44 kw), indirect cooling system, Hurth mechanical gearbox, propeller shaft stainless steel, fixed three bladed propeller, Patey manual bilge pump, electric bilge pump, electric circuit 12 volt DC and 220 Volt AC, 3 Sonnenschein 200ah heavy-duty batteries, and one 55ah engine battery heavy duty 75a alternator, shore power with earth leakage breaker, 70 Ah automatic battery charger, amp/hour gauge.

Autohelm ST50 wind and ST 50 tridata, ST 4000 Autohelm autopilot, Furuno 1721 Radar, Furuno GPS, VHF radio, Kenwood radio cd with USB access.

Maxwell HWC 1200 electric windlass , heavy duty 50 lbs Delta anchor with 60 meter 10 mm galvanized chain, 50lbs Bruce anchor, 28lbs Danforth anchor with 60 meter rope, sprayhood, boom cover, fire extinguishers, life lines on deck, fenders, Windpilot wind vane, Zodiac 260 dingy, 2,5 HP Evinrude outboard engine, Avon 4 persons liferaft (would needs service), engine spare parts

Cutter rig, Eurospar aluminum mast with single spreader, climbing steps to first spreader, mast length approx.: 13,5 m, 2011 Reckmann furling foresail system, Eurospar spinnaker pole stowed on the mast, Cyclops masthead radar reflector, standing rigging all 10mm, backstay 8mm, all with Norseman terminals, all halyards and reefing on the mast, fitted are three Harken winches. All sails are made by Ratsey & Lapthorn from Cowes, mainsail 10 Oz, staysail 8,5 Oz, yankee 8 Oz, glider 1,5 Oz, trysail 9 Oz, all are in good condition.

KOOPMANS 40

COMPROMIS C 36

JEANNEAU SUN ODYSSEY 40 DS

DUFOUR 40 PERFORMANCE

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SALTRAM Saga 40 for sale in Hayling Island United Kingdom

Hayling Island United Kingdom

Make & Model

SALTRAM Saga 40

MEASUREMENTS

Description.

Sagamore" is a Saltram Saga 40. She has been extensively sailed in the UK, France and the Mediterranean and has very recently returned from a long cruise to Italy and Sicily. She is in exceptionally good condition overall and has a wonderfully light and air y feel to her below decks. She would make an ideal long-distance cruising yacht for a couple and would provide a safe, seaworthy yacht together with a very homely environment in which to live.

• Perkins 4.108 4 cylinder 42hp diesel engine with indirect cooling and fitted with Hurth gearbox.
• Shaft drive and three bladed propeller.
• Fuel: Steel tank, glass fibre sheathed from new 100 gallons installed behind engine under cockpit sole. 60 litre plastic auxiliary tank.
• 3 x domestic, 110-amp hr each.
• 1 x engine start 110-amp hr.
• All batteries new June 2019.
• Battery charging: - Engine alternator. - Rutland 913 wind generator, mounted on goalpost aft. - Mains Battery Charger. - Marlec HRDX charge controller to all inputs. - Solar panel.
• Switch panel displays, digital volt and amp meters, ETA circuit breakers, running lights for both fridge and water pump.
• Shore power – connection in cockpit.
• Autohelm Sea Talk 50 (all repeated in cockpit) with: - Wind speed & direction. - Depth. - Log. - Compass.
• Icom DSC/VHF IC-M603.
• Icom portable VHF.
• Furuno GP32 GPS.
• Garmin handheld GPS.
• Garmin GPS 500, fixed.
• McMurdo NAV 6 Navtex Receiver.
• NASA - AIS Radar Receiver.

Sails, Spars and Rigging

• Bermudan Cutter Rig.
• Deck stepped silver anodised mast by John Powell, equipped with mast steps and rigged with 8mm Dyform wire and Norseman terminals.
• Booming out spar stowed at mast and main boom with slab reefing.

By McWilliams of Cowes in tan coloured terylene, All headsails hanked on.

• Mainsail 412 sq ft. with slab reefing.
• No 1 Yankee 364 sq ft.
• No 2 Yankee 243 sq ft.
• Staysail 125 sq ft.
• Stainless steel pulpit, pushpit, 29” stanchions and double guardwires with two gates.
• Stainless steel mast support rails.
• 2 x Lewmar 52 sheet winches - 2 speed self-tailing.
• 2 x Lewmar 30 halyard winches - 2 speed self-tailing.
• 1 x Lewmar single speed self-tailing winch for reefing
• Lofrans Tigres electric anchor windlass.
• 45lb CQR main anchor with 200ft of 3/8 inch chain. Plus - 45lb Bruce and 1 x 66lb Fisherman and 1 x 25lb Fisherman anchors.
• Ocean Aries wind vane self-steering.
• Deck wash pump. Tank Tender gauge for water and fuel.
• 5 x 4.5 kilo gas bottles carried in gas tight locker aft of cockpit.
• Stainless steel and teak boarding ladder.
• MOB line and harness.

Interior & Domestic

• Traditional yacht look and feel with extensive use of oak and mahogany and with white painted deck-head and varnished beams.
• Very good headroom throughout, maximum approximately 6’ 2”.
• Sagamore offers a 4-berth layout, the accommodation is arranged as follows: - Forward chain locker with access by two doors in forward cabin. - Forward cabin with large double berth offset to port with extensive stowage beneath.
• Separate Heads compartment to port with Lavac sea toilet, hand basin and shower. Large cupboard behind the toilet with further stowage under the hand basin. Shower and basin drain to grey water holding tank with electric pump.
• Hot and cold water.
• Opposite Heads to starboard, a large hanging locker / wardrobe.
• Bulkhead aft with doorway to saloon with L shaped berth/seat to port and berth /seating to starboard, both in excess of 6 feet long.
• Excellent large, folding wood saloon table in oak.
• Storage spaces under and behind bookshelves and cupboards above.
• Some stowage under saloon sole.
• Tasteful blue pattern cloth upholstery infair condition.
• Galley, aft to port, up two steps from saloon, equipped with electric fridge
• Force 10 stainless steel cooker with 4 burners, oven and grill
• Twin stainless-steel sinks with hot and cold water, work tops and stowage.
• Navigation area opposite to starboard running the full length aft.
• Large chart table holding full size admiralty charts.
• Two chart drawers capable of holding 500 charts.
• Companionway to cockpit with cockpit locker stowage.
• Fresh water: 2 x 75 gallon stainless steel tanks under galley sole. Plus 14-gallon hot water tank heated by engine calorifier or 240-volt immersion.
• Webasto diesel hot air heating with outlets in forward cabin and saloon
• Canvas work in beige acrylic material
• Spray hood (new 2018).
• Bimini which is fastened aft to stays.
• Henderson Mk 5 bilge pump.
• 2 x flat woven strap jackstays.
• Ring Lifebuoy.
• Horseshoe Lifebuoy with light.
• Oscar MOB Sling and line.
• Radar reflector.
• 3 x Fire extinguishers and Fire Blanket (may require servicing).

Miscellaneous

• Full inventory of spares, miscellaneous equipment.
• 2 person inflatable dinghy.

Owners comments

Over a 10-year period the present owner has cruised in Cornish waters, the French coast of Brittany and subsequently in Sicilian/Italian waters. A continuous program of maintenance and upgrading has been in place throughout the vessel’s history. As a result, Sagamore is in very good condition overall

Construction

• Hull built by Skentelbery & Sons, Plymouth.
• Heavily moulded, double-ended, GRP hull with white gelcoat and overpainted navy-blue sheer band.
• Aft, self-draining cockpit.
• Tiller steering with massively reinforced stainless tiller / rudder fittings.
• Oiled Teak capping rail.
• Teak trim in cockpit.
• Laid teak to cockpit seating and bridge deck.10mm teak facing over marine ply construction to main and forward doghouses with laid teak on top.
• The main doghouse (galley) with 9 port holes in bronze, 3 fixed and 6 opening.
• The forward doghouse with one opening (reversible) deck hatch plus additional Gebo deck hatches over the saloon.
• Heavily bonded structural floors and externally bolted iron ballast keel.
• Laminated deck beams with overlaid 18mm marine plywood deck being epoxy coated to the underside before painting with epoxy resin and "E" cloth sheathing externally being finished with a light grey, anti-slip deck paint.
• The interior is in Oak in the forward cabin and main saloon, with Mahogany joinery in the galley and navigation area.
• The sole boards throughout are of marine ply overlaid with 10mm thickness Teak. Before fitting out the interior, the hull was lined from the beam shelf to the waterline with 10mm Insulsheet, a closed cell rubber sheet material, with half hour fire resistant rating and 5% max moisture absorption. This has proven to prevent any condensation even in extreme cold.
• The underwater hull was treated with four coats of Blakes solvent free epoxy before launching.

Documentation

• Bill of Sale to current owner 2006
• HM Custom and Excise letter to say VAT exempt

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

Unless otherwise stated on the specification sheet the following presumptions are made Sail drive and shaft seals are more than 5 years of age Gas hoses and regulators are over 5 years old Standing rigging and sails are more than 10 years old

NOTE - Please ring our offices prior to visiting, as the boat may be unavailable for viewing or located at a different marina.

Engine Count

Engine Horse Power

ABOUT SALTRAM SAGA 40

The SALTRAM Saga 40 is 40 feet long and has a 12 feet beam. This 1988 diesel SALTRAM Saga 40 with 42 horsepower

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Saltram Saga 40

This Saltram Saga 40 is one of the last built by Skentelbery and Sons in Plymouth England. The boat is perfect for long-distance cruising. Safety, space, easy to maintain are the right words to describe this boat. In recent years, the boat has been little used.

Saltram Saga 40 Built in 1994 by Skentelbery and Sons Ltd., United Kingdom Designed by Allan Pape CE category A GRP hull, superstructure and deck Dimensions 12.20 x 3.75 x 1.98 meter Mast height approx. 13.50 meters Displacement approx. 14.500 kg Ballast approx. 5.000 kgs

Accommodation

Classic teak interior Green skye upholstery in saloon 2 cabins and saloon TV Jabsco manual u.w. toilet Shower 4-5 berths Webasto heating Clock Barometer Hygrometer Galley with two burner Tayler 030 gas stove and oven 2x s.s. sink Isotherm fridge Electric water pressure system Boiler hot water system

Saltram Saga 40 gallery

Motor, electric & water.

Volvo Penta MD22KL - 63 hp 4 cylinder 3-blade Gori propeller Indirect cooling system Mechanical gearbox Vetus bow thruster Approx. 750 ltrs. s.s. diesel tank 2x approx. 175 ltrs. fresh water tank 12v / 220v electrical system Start battery Service batteries Thruster batteries Battery charger Inverter Shore power with cable

2x Lewmar 30 ST 2x Lewmar 48 ST Boomvang needs to be replaced Main sail + cover Furling genoa (needs to be serviced) Cutter jib 2x Yankee Gennaker Storm jib Storm trysail 2x spi poole

Navigation & Electronic

2x Contest 130 compasses Autohelm ST50 echosounder Autohelm ST50 log Autohelm ST50 multi Autohelm ST4000 autopilot Raymarine navigation system Magellan meridian GPS (needs service) HF-150 receiver K41 navtex Sailer RT 2048 VHF Furuno 1721 radar Sailomat wind vane

Sprayhood Cockpit extension Sunpanel Fire blanket Fire extinguisher Manual bilge pump Electric bilge pump Manuel windlass Anchor with 30m chain Fender + lines Searchlight Underwatership stripped and newly built-up (2020) Antifouling (2020) Anodes (2020)

Jachthaven Bruinisse Jachthavenweg 71e 4311 NC Bruinisse

Jachthaven Scheveningen   Hellingweg 120 2583 DX Den Haag

T +31 (0)111 48 38 90 E  [email protected]

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• Sailboat Guide

Saga 40 is a 39 ′ 11 ″ / 12.2 m monohull sailboat designed by Alan Pape and built by K.R.Skentelbery & Sons Ltd.(UK) starting in 1977.

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)

Also called SALTRUM SAGA 40, SALTRUM 40.

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Review of Saga 40

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 681.0 liter fresh water capacity.

The Saga 40 is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The boat can only enter major marinas as the draft is about 1.98 - 2.08 meter (6.50 - 6.80 ft) dependent on the load. See immersion rate below.

Saga 40 is typically equipped with a Perkins diesel engine.

The fuel tank has a capacity of 545.0 liters (143 US gallons, 119 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Saga 40 is 1.56, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Saga 40 is about 242 kg/cm, alternatively 1357 lbs/inch. Meaning: if you load 242 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1357 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 11.40

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 42m 2 (452 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Saga 40 it would be a great help.

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Search our catalog, go direct, enter a boat reference, saltram saga 40, cutter rigged sloop, £ 0 sold / unavailable.

• Boat REF#  ·  261764
• Length  ·  12.19m
• Year  ·  1985
• Construction  ·  GRP
• Underwater profile  ·  Long Keel
• Sleeping berths  ·  7
• Engine  ·  1 x diesel 55hp, Volvo D55 (2006)
• Lying  ·  Hamble

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• Specification
• Additional Information

Extra Details

Cutter rigged Aluminium spars () with Stainless Steel standing rigging (2006)

Electrical Systems

12 volt battery, 4 batteries charged by: engine, wind generator, solar panels, shore power

Construction

Accommodation

3 burner propane Stove

4 halyard winches 4 sheet winches Electric Lefrews Tigres windlass (with remote control) 3 anchors (Bruce,CQR,Fortress) 80.00m of chain 100.00m of rode windvane self-steering system (Inflatable)

Nav Equipment

Safety Equipment

3 bilge pumps (2 manual / 1 electric)

Broker's Comments

This Saltram Saga 40 Cutter Rigged bluewater cruising yacht feels sturdy as you step on board. Indeed the current owners have sailed her successfully around the world and she is well kitted out to take you anywhere. She is fitted with a powerful 55 horse Volvo engine and has a full suite of sails including Cruising Chute and Tri-sail. She has a fantastic large saloon with a TV as well as two heads with showers in each. The galley is well fitted out with twin sinks, an icebox and a modern cooker and oven. The navigation area has again has well been kitted out with a computer-based chart plotter and other navigation equipment such as radar DSC VHF and GPS. Some of the cruising safety gear such as the life raft and EPIRB both require servicing. Other than that, she is a sturdy yacht ready to be used.These boat details are subject to contract. Note: Offers on the asking price may be considered.

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Cost Of Ownership

Saga 40 Yacht For sale Boat for Sale

• accommodation
• mechanical and rigging
• Manufacturer:
• Location: Plymouth
• LOA: 40'" (12.20m)
• Beam: 12' 1'' (3.70m)
• ID no.: 10931
• Engine Make: Beta Marine
• Drive Type:
• Fuel Type: Diesel

Broker Remarks

2 owners from new the first owner, being away professionally at sea, took some time to fit her out and she was not commissioned until 1987. The present owner purchased her in 1996. A very capable boat for longer distance cruising.

Accommodation

Forecabin with double berth to port with plentiful stowage to starboard and forward access to the chain locker. Large heads compartment to port with new marine toilet and shower fittings. Saloon with C shaped seating to port which can convert to a double berth and a settee/berth to starboard, with pilot berth above. Steps up to dog house with chart table to starboard with navigators seat and a quarter berth behind. L shaped galley to port with stainless steel sinks, Vanessa 2 burner gas cooker with grill and oven, top loading stainless steel electric fridge. Teak and holly flooring.

Mechanical and Rigging

GRP foam sandwich construction with mahogany stringers, laminated mahogany stem, stern post and keelson. 19mm mono-cellular foam overlaid inside and out with a heavy GRP lay-up. Epoxy treated 97/98 and all sea valves renewed at this time also. Hull topsides finished in blue awl grip paint system . Deck is Arex/GRP sandwich laid over deck beams with an internal vinyl deck head. This deck is overlaid with teak complimented by teak cockpit coamings. Teak cockpit seating and teak cockpit grating. 50hp Beta marine BV2203 4 cylinder diesel with a Hurth gearbox and new propeller all 2006. Battery charging from alternator and a Victron Centaur 30amp mains charger/management system new 2005. 2 x 12v batteries and wired for 240v shore power. Marine battery test and volt meter. Very neat wiring with cables numbered. 75 gallons diesel in a steel tank glass fibre sheathed with sight and electric gauge. 120 gallons fresh water 2 GRP tanks beneath companion sole. Hot and cold pressurised water. Hot water from Rinnai gas heater with vented flu new in 2006. Bermudan cutter rigged with alloy mast and boom by John Powell spars, small bowsprit by Atlantic. Slab reefing to mainsail with mainsail stacking bag, Furlex furling to headsail and Nemo furling to staysail. Gas rod kicker. Mainsail (2006), Yankee and staysail 2000, older genoa and isometric genneker adapted to fit the furling gear. Sails valeted every year.

Raymarine colour SL70C radar with AIS by nasa Marine. Nasa Weatherman, Garmin 120XL GPS, Simrad RD68VHF with DCS, Horizon 135 compass, Autohelm ST4000 new 2003, Raytheon cockpit repeaters for speed and trip, ST60 combined wind speed, direction and depth. Simpson Lawrence electric capstan, anchor and chain, Monitor wind vane self steering, new dorade vent cowels, cockpit tent to fit on sprayhood, engine room fire extinguisher plus 2 others, fire blanket, Cruiser liferaft, lifesling, 2 horseshoe lifebuoys 1 with light, Danbuoy marker, emergency throwing line, ECS electric auto bilge pump. Alpine CD/radio with twin speakers, clock and barometer. Granny bars at mast.

Contact NYB Plymouth

• Address: Network Yacht Brokers Plymouth Mayflower Marina Ocean Quay Richmond Walk Plymouth PL1 4LS
• Telephone: (+44) 01752 605 377 (+44) 01752 605 377 -->
• Fax: (+44) 01752 605 377
• Email: [email protected]
• Link to full office details

Disclaimer : Network Yacht Brokers (Southwest) Ltd t/a Network Yacht Brokers Plymouth offers the details of this vessel for sale but cannot guarantee or warrant the accuracy of the information contained in the specification or warrant the condition of the vessel or equipment. A buyer should instruct his agents, or surveyors, to investigate such details as the buyer desires validated. This vessel is offered for sale subject to no prior sale, price change, or withdrawal without notice.

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*** *** THIS SALTRAM SAGA 40 IS NOT FOR SALE *** *** PLEASE CLICK HERE FOR BOATS FOR SALE

Saltram saga 40.

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Saltram Saga 40 - Details

This Bermudan Cutter double ender was inspired by classic Colin Archer boats. She was designed by Alan Pape and built by Skentlebury and Son to Part A Lloyds specification at the Laira Boatyard in Plymouth. Fitted with furling main and genoa for ease of handling she is a serious blue water yacht ready to take you literally anywhere. The new Monitor wind vane self steering, is ideal for long offshore passages. The Yanmar diesel engine was new in 2006 and was professionally fitted, plus new prop, exhaust system, wiring and stern gear.

Accommodation:

Five berths in two cabins spacious dining area with stove. 6 ft plus headroom. Marine toilet and shower

A spacious galley with Storm 10 stove, refrigerator and ample stowage. Hot water.

Furling Genoa, Staysail, Yankee Storm trysail, Storm jib, Furling main plus selection of other sails

Instruments:

Furuno radar, Furuno GPs, navtex, Icom ICM 41VHF/dsc, depth sounder,

Electrical System:

3x 12v Batteries Adverc regulator

Seago life raft, tender and Tohatsu o/b Autohelm sp4000. New electric windlass. Best Replica Watches

Additional Info:

The hull has recently been anti fouled. British registered vessel, Vat paid. Boat photographed by Ian Crystal for Western Horizon Yachts in September 2008 Omega Seamaster Replica

View all high res photos on one page

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Listing started in September 2008

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Search our catalog, go direct, enter a boat reference, saltram saga 40 ketch, £ 0 sold / unavailable.

• Boat REF#  ·  23333
• Length  ·  12.20m
• Year  ·  1983
• Construction  ·  GRP
• Underwater profile  ·  Long Keel
• Sleeping berths  ·  6
• Engine  ·  1 x diesel 60hp, Gardner 4LK (1983)
• Lying  ·  Falmouth

Boatshed Cornwall

This boat is off the market but here are some boats that are still for sale.

• Specification
• Additional Information

Extra Details

The engine is governed to 1800 rpm to give 51 hp and 1400 rpm gives hull speed. Engine spares include an injector pump.

7 no. 110 ah batteries ( 2 no. for the bow thruster, 1 no. for engine starting and 2 no. banks of two house batteries)

Vetus Bow Thruster.

Ampair towed generator with wind kit.

Ketch rigged Proctor Aluminium spars (1983) with Stainless Steel standing rigging (2005)

The majority of the standing rigging was replaced 2005, excepting the mizzen. The entire rig is very substantial being heaviliy specified. The stack packs and lazy jacks are all 2002. The sheet winches are Harken 2 speed 46s ( primaries) and 42s (Secondaries). The halyard winches are all Harken 40s on the main mast ( 4 no.) and 8s on the mizzen ( 2 no.). there are two track mount whisker poles.

The sails are all Jeckells year 2002 apart from an older staysail and very little used tan storm jib.

Electrical Systems

12 volt battery, 7 batteries charged by: engine, wind generator, shore power

Construction

Very heavily moulded hull in excess of Lloyds 100A1 with bonded and encapsulated heavy stringers and frames. As a preventative treatment, in 2001, the hull was peeled and epoxy treated. The deck is glass sheathed marine ply over laminated deck beams. Very substantial deck gear including bronze and 316 stainless steel fittings.

Accommodation

Taylors 041 cooker with twin burners and hot plate. Taylors diesel cabin heater model 079DB. Hot water calorifier. This is a very deep hulled yacht giving exceptional headroom even under the flush decks between the coachroofs. Very good quality joinery and choice of woods.

3 burner propane Stove

6 halyard winches 4 sheet winches Electric Nilsson windlass 4 anchors (60 lb CQR, 45 lb CQR, 50 lb Danforth, 100 lb Fishermans) 65.00m of chain Aries windvane self-steering system Honda V Floor 3.6 dinghy (2005) 2.3hp outboard (2005) The bowsprit included two anchor rollers. The anchor chain is new 2006, calibrated 3/8th inch Lofrans.

Honda outboard.

Numerous sheets, warps & fenders

Nav Equipment

At the Helm: Autohlem Compass, Depth/Speed/Trip and Wind. At the Navigation Station: Micrologic ML250 GPS, Prosser Weathertrend Digital Barometer, Furuno Radar Model 1623, Lo-Kata Navtex 1, Autohelm Depth, Multi & Speed, Navico Axis RT 1200 VHF, Lo-Kata SSB/RX, Micro SX 90 hand held VHF, Plastimo H/B Compass, Sterling Power Batter Management, Seatrek Battery charger

Safety Equipment

2 bilge pumps (1 manual / 1 electric)

Avon 6 man life raft, hydrostatic release, SOLAS B pack, serviced 2005, Gas alarm, certified gas system.

Broker's Comments

One of the very best blue water, long distance yachts I've seen. Truely, a rare opportunity. This is without doubt a hugely capable, long distance, live aboard cruising yacht. When I photographed her, she had just returned from the Azores - and looked superb !

These Saga 40s are quite rare but if you look, you will find a few scattered around the world. If you are in the market to buy a Saga 40, then you may wish to go and view the others or you could just short circuit the whole process and buy this one as its doubtful that you'll be able to find a better appointed and cared for version elsewhere. A real credit to her owner.

The current owner has recently coded this yacht to MCA Class 2.

All in all, this is a very desirable ocean going ketch.

Currently lying in Falmouth.

Note: Offers on the asking price may be considered.

I have a very detailed inventory and owner's comments on this Saga 40 which I would be happy to email. More information than we can list here.

Call Steven on + 44 (0) 1326 372500

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Cost Of Ownership

40′ Saga – Black Swan

• Name: BLACK SWAN
• Model: 4092
• Length: 40 feet
• Engine Brand: Yanmar
• Located In: San Francisco, CA

Phone Number

One of only 15 Saga 409’s built,  the only one available on the West Coast The Hull was molded in 2007 but the yacht was not completed and commissioned until 2009. So components and systems are less than 10 years old.

Equipped with top of the line cruising features including electric main winch, windlass with a chain counter, Technautics fridge and feezer, simrad electrical autopilot with remote, Sony flat screen TV and DVD player, Swim platform  with retractable ladder, walk through transom, Hand held hot and cold shower outside. Hydraulic back stay tensioner, extensive spare parts.

Professionally maintained by the original owner since new with complete constructions and maintenance records. The only Saga 409 to have a heavy duty foam and carbon fiber keel and post designed by Jim Antrim a well known naval architect in San Francisco and installed by KKMI.

Unique to this boat is also an engineered and designed cabon fiber arch reinforced from its original fiberglass arch. The traveler is attached to the top of the arch which can exert tremendous forces to the arch, The dodger is attached to the arch.

• LOA: 40 ft 9 in
• Beam: 12 ft 6 in
• Displacement: 18500 lb
• Ballast: 7300 lb
• LWL: 36 ft 0 in
• Maximum Draft: 5 ft 11 in
• Sail Area: 807 sq ft
• Engine Type: Inboard
• Engine/Fuel Type: Diesel
• Engine Model: 4JH4E
• Drive Type: Direct Drive
• Fresh Water Tanks: 220 gallon
• Fuel Tanks: 74 gallon
• Holding Tanks: 30 gallon

Accommodations

• Number of heads: 1
• Number of single berths: 6
• Number of cabins: 2
• Seating Capacity: 6

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• Sailboat Reviews

An all-new look and bulletproof hull distinguish this fast, versatile, but pricey cruiser.

Allan Poole was no stranger to boat-building when he founded Saga Yachts. In 1995, when he launched his “new-kid” company on the performance cruising block, he had already spent three decades developing, producing, and selling production sailboats. Poole, Saga’s owner and CEO, is a Scot who got his engineering training at Strathclyde University in Glasgow, and his jollies racing dinghies and IOR boats during the golden era of the grand-prix circuit.

Poole initially owned MG Yachts, Ltd., a firm in the U.K., which produced several Ton Cup champions. Then he sold off and emigrated to Canada, where he landed at CS Yachts in Brampton, Ontario. Poole later became director of marketing for Tartan Yachts and then president of Hinterhoeller.

In the mid-’90s, when boatbuilding was a survival exercise, Poole and three partners were brash enough to establish a new and different company of their own—Saga Yachts. The company grew out of Poole’s conviction that there was a significant and relatively under-served niche in the market.

”We started the company with a clean sheet of paper and a genuine lack of corporate dogmatism. We’re building primarily for the experienced cruising couple. Our boats emphasize performance and can be sailed to their maximum by two people. They can be (and have been) sailed virtually anywhere. Instead of the plethora of beds and heads that you find in today’s beamy boats (targeted primarily for the charter trade), we offer real cruising comfort for a family, plus room for their guests. Our boats are fast—very fast—yet they are seakindly, moderate-beam designs, easy to handle, and fun to sail. We build and outfit them very well.”

Poole’s vision was validated. His company grew to occupy a 20,000-plus sq. ft. facility in St. Catharines, Ontario, and has sold more than 70 boats so far. Looking more like an offshore racer than most cruisers, Saga’s debut boat, the 43, was launched in 1996 and has remained a mainstay. Designed by Bob Perry, the godfather of performance cruising, her plumb ends, low profile, and twin roller-furling headsails were a departure from rugged icons like the Valiant 40, and subsequent Valiants, Tayanas, Cheoy Lees, et.al., for which Perry is best-known. A 35 and a 48— both also by Perry—followed in the ensuing decade. The Sagas, Perry writes, “incorporate the lessons learned by watching substantive improvements in hull shape pioneered by the short-handed offshore racing fleets,” plus an exhaustive search for a rig configuration to best combine efficiency with versatility and convenience.

Design Given Perry’s stamp on the Saga family, we asked Poole about the choice of Tony Castro to design of the new 409.

“We wanted to add rather than imitate, and because we hoped to avoid competing with our own boats (all of which, even the 43, still have lots of life left), we went to a new designer. It was more than our long-standing friendship that brought me to Tony. His performance credentials are virtually unsurpassed. He’s won four world championships and the Admiral’s Cup under IOR, developed the new Laser sportboat, designed a world champion 6-Meter and the British America’s Cup contender Blue Arrow. And he has produced some spectacular projects (like the recent 32 meter performance cruiser executed for Jongert) that combine speed, comfort, and flair.

“With the 409, we were after a more ergonomic and contemporary feel,” said Poole. “In addition, Tony has a full-service office. We needed a designer to focus on performance, structure, and exterior style, but we also wanted to add to the boat’s appeal belowdecks. I felt that Tony could do that much better than we could.

“I use the metaphor of the Volvo cars,” Poole continued. “Volvos from the ’70s and ’80s were safe, efficient, durable and performed very well, but they were boxy. The contemporary Volvos are certainly just as solid and efficient. They just look better.”

Castro expanded that thought: “The challenge was to take the no-nonsense Saga and wrap it in a more-modern package. There’s always a tension between function and style. In the end, of course, you have to blend all of the elements into a seakindly and pleasing sailboat. What it boils down to is bringing what style and design you can to what features you can without ever letting style affect use.”

We must agree. From her tiger-eye portlights to her slightly-sprung sheer and saucy counter, the 409 is snappy, modern, and, well, almost sexy. It’s certainly not your grandfather’s performance cruiser.

We asked Castro what he did to assure that the Saga 409 would be as fast as she looks despite the fact that she is burdened with cruising tankage and the need to haul all of the impedimenta that cruisers normally bring with them.

“First you have to make sure that you don’t forget any of those cruising realities,” he explained. “You must calculate a realistic weight from the beginning or the boat won’t float on her lines. I still fight like hell to make sure that nothing is heavier than it has to be, but you know, no matter how you slice it, you’re dealing with considerable displacement. How you distribute the volume to carry that payload is your next decision. This boat has much less beam than most modern cruisers. That means, of necessity, that her ends are fuller. Back aft that helps clean up waterflow and adds stability, which are good things. In general, her low prismatic (relatively full-bellied with considerable rocker) hull form suits her well for light air when sailing is most enjoyable, at a small sacrifice in top-end potential where comfort is generally the greatest priority. I also think it’s always the case that deep, narrow boats have a better motion in a seaway than beamy boats with flat bottoms.

“Stability is like money,” Castro continued. “You can never have enough.”

The 409 has a ballast/displacement ratio—37 percent—at least the equal of all of her cruising competitors and carries that ballast in a modern bulb keel that’s hydrodynamically clean and lift-effective, which works to create a very low center of gravity. This boat relies less than most contemporary cruisers on beam for initial stability; that allows her to achieve ultimate stabilty “well in excess of 120 degrees” according to her designer. “A narrow boat is more easily-driven, more seakindly, more mannerly. If you have enough stability in your pocket you can get all of that.”

The 409’s sailplan is based on a simple, slightly-swept, three-spreader rig. It entails a good-sized main for all-round power, versatility, and maneuverability, married to a unique (trademarked as Variable Geometry Rig) iteration of the “twins” first developed for BOC and other offshore racing boats: On the aftermost headstay is a 110% working jib. It’s small enough to handle easily, high enough in aspect ratio to be efficient, with a clew cut high enough to offer adequate visibility. It’s definitely the sail to use upwind, in a breeze, and for kick-around daysailing. This headsail sheets inside the cap shrouds and thus offers tight sheeting angles for pointing. On a permanently mounted sprit forward is a Code Zero (the newly-developed ballooner that’s tough enough to go almost upwind, full enough to go well downwind, and big enough to virtually double your horsepower). A removable forestay that tacks to the mid-point of the foredeck—the ideal arrangement for storm conditions—completes the set-up.

Comparison with competing performance cruisers (J/42, Tartan 4100, and the Sabre 386 and 426) spotlights some numbers that speak very well for Castro’s achievement. The 409’s SA/D ratio (which we calculated to be 17.6) is better than all but the J/42 (18.3). Even figured using the industry standard 100% sail area and light ship displacement numbers as we did, however, we couldn’t come up with the same SA/D number of 20 advertised in some Saga literature. Certainly this measure of horsepower to mass is an inexact predictor of sailboat speed. Given the tendency of some builders to juggle the numbers (by calculating, for instance, both a staysail and an overlapping jib as part of the “100% foretriangle”) it’s not even always an accurate relative measure of performance capabilities. Still, the difference between the 409’s SA/D ratio and those of the other two boats is, we felt, significant.

Fuel and water are cruising necessities. Castro didn’t make his boat fast by cutting back on her tankage. Several of her competitors carry as much water as the 409’s 103 gallons, but no other boat in this group carries more fuel than she does (75 gallons).

A third significant number is mast height from the waterline. Why design yourself out of access to critical places like the Intracoastal Waterway for a few feet of mast? That’s why the 409’s designed clearance— 61′ 6″ in view of the ICW’s 65′ minimum height limit—makes sense.

Deck Layout In general, we liked the deck layout. While the step from the cockpit coaming to the side deck seemed awkwardly long, the combination of space and protection achieved here seems worth the occasional stumble. The boat’s broad hindquarters allowed Castro to center the cockpit between wide side decks. That facilitates both traffic flow and offshore protection. Seat backs are a minimum of 16 inches high, the cockpit seats are sleepable (over 6 feet long), and a rugged grab-bar/table-stand is in the right place for a handhold and foot brace. The twin wheels open up a myriad of sighting angles and steering positions. They also offer a clear walkway fore and aft right through to the gated, open-style transom. This creates a seamless traffic flow and the feeling of sufficient elbow room, both of which make the 409’s cockpit an achievement. Comfortable, padded corners and a house that’s low enough for even a five-footer to see over further contribute to making the 409 comfortable and efficient to steer.

Other cruising realities have been considered. Poole pointed out the fuel filter installed in the engine overflow vent-pipe. “You don’t want to inadvertently pump fuel overboard or have it slosh out when you’re heeled. The fines for polluting aren’t getting any smaller these days.” Equally thoughtful, we felt, was a dedicated locker for safety gear hard by the starboard steering station. “It’s big enough for a (tethered) life raft canister, a sizeable ditch bag, or emergency dock lines, and it puts them all where you can lay hands on them instantly.” The port cockpit locker is cavernous. We saw two motorbikes in the bottom. “Lockers can be too big,” admitted Poole, “but this one’s certainly big enough to let the owners organize and compartmentalize it on their own.”

Saga’s system for handling the dinghy shows similar forethought. It utilizes brackets on the transom swim platform. Hook the dink athwartships across the stern, attach the fall from a single davit, and hoist the inflatable (or even rigid dink) flush across the transom. Extra-high (30″) and extra-stout (1-1/4″ diameter rail) the aft pulpit and lifelines surrounding the cockpit continue the concern with security begun by the cockpit coamings. A uniform geometry between backstay, radar arch, and bimini supports indicates attention to the details of both style and function.

“I put in a lot of effort on the back end of the boat and the bimini in particular,” Castro explained. “Saga let me make it a part of the boat’s overall style. It’s not often that designers get that kind of opportunity.” We are perhaps more wedded to watching our sails than most modern sailors, so biminis always seem to cause isolation and claustrophobia. Despite some big flexible windows in the overhead, we had those feelings sailing the 409. Still, for living aboard and sailing anywhere the sun shines, having a bimini is advantageous. The 409’s twin steering stations partially resolve the problem of seeing the sails while underway because they offer numerous steering positions.

The deck hardware is primarily Harken. While would we like better access to the mainsheet from the helm than her mid-boom traveler affords—especially for shorthanded sailing—we applaud the webbed jacklines for safety harnesses that come as standard equipment, and we appreciate the hidden nicety of a chain locker divided for chain and rode A Muir 1250 electric anchor windlass with cockpit remote is standard. Halyards are led through cabintop “tunnels” to rope clutches on the house. Tails stow in bags. This relatively common arrangement is executed with precision; i.e. all of the leads are good and the stoppers work well under load. The mainsheet traveler is affixed atop the arch that supports the dodger. The arch is fabricated from thick aluminum which is bolted to the cabinhouse. The track itself is four feet in length, adequate to provide some depowering for the full-battened main.

Belowdecks Castro described the interior: “The design follows an established layout, prioritizing the owner’s cabin (in the bow), but having a good-sized guest cabin (aft) as well, all with above-average headroom. The styling is more modern than that usually seen on sailboats, but it incorporates all the required amenities and is ergonomically friendly with good storage and lots of wood.”

Wood is the primary medium by which Castro gave the 409 interior its feel and flair. The broadest surfaces are done in cherry. Lighter than teak, redder than oak, it’s unique and pleasant. Despite its relatively soft sheen and light color, however, it can become overwhelming. We sensed that up forward where there is a minimum light and contrast. In the saloon, where the lighter shades of the upholstery, house sides, and overhead brighten things up, the cherry bulkheads, furniture, trim, and cabinetry seem warm and appropriate.

“Some of it is pure styling. I’ve used the wood to create a feeling that the boat is chunky and well-built. The details are a delight in themselves. Moldings, hand rails, locker fronts, they all have a function, but they all are a part of an aesthetic. I’ve gone for softer corners, curved doors, bulkier trim.” We think Castro’s designer use of wood makes the 409 feel both shippy and contemporary.

We liked the U-shaped galley to port. Bigger than those on most 40-footers, it’s still centralized, organized, and in a good spot hard by the companionway. We wondered about the efficiency of a sidedoor-opening (as opposed to top-opening) refrigerator. Poole assured us that, “We religiously followed the instructions of the experts at Glacier Bay.” Still, it’s hard to discount the fact that cold air escapes fast from the bottom of a box. With full recognition that the efficiency of any system depends on design, precision, execution and insulating properties, we still wonder whether home-style reefers that open from the side are ultimately as efficient as top-opening boxes.

Some 40-footers have raised saloons. Aboard the 409, however, you are sitting in the boat rather than up high with a spectacular view of the outside. There are no hull ports. Still, interior space is light and open. Good light comes from the large windows and an overhead “windscreen.” The view is unobstructed fore and aft, offering an airy feel. Though hatches and dorades should make for reasonable airflow at anchor, the boat also has air-conditioning. Yet one area where we feel style dominates function is in the absence of opening ports for cross-ventilating the saloon. The small-sized hatches overhead here hardly seem like they’ll promote sufficient natural airflow in warmer climes.

Castro spent a lot of time on the folding table, and it worked out. It’s more solid and less awkward than most such applications. Seat-back stowage is generous, and a wide shelf outboard the settees is good, if not ample. The bilge sump, at 28 inches, is deeper than most found aboard even bigger boats. The electrical system is all tin-wired, clearly labeled, and accessible via a panel that takes just four screws to loosen. The clear, radiused shower door is clever, stylish, and substantial. For a boat with a single head, however, we felt the lack of elbow room in the w.c. was a negative. We generally favor owner’s cabins that are located closer to the steering and nav stations, but this one near the bow is replete with hanger and drawer space sufficient to the task and sports a vanity that deserves to be termed elegant. Unlike the saloon, the after cabin has more than enough ventilation with an overhead hatch and ports in either bulkhead.

Construction The 409 is the first boat to be built using a new hull laminate that tests (conducted by Maritime Technical Services, Ltd., Southampton, UK) show to be twice as strong as conventional glass/epoxy lay-ups. “When I say ‘strong,’ I’m talking about impact resistance,” Poole explained. “Do you know how many containers fall off ships? No one knows for sure, but it’s more than we’re comfortable with. We want a Saga to be able to withstand collisions with that sort of sharp, puncturing object. Like they found out with Titanic, watertight bulkheads aren’t the complete answer.

“We embarked on this over three years ago. We talked to expert builders like Barry Carroll,” Poole added, “and collaborated with DuPont (for a glass-kevlar hybrid cloth), JB Martin, Ltd. (Quebec) for an improved vinylester resin compatible with it, and MTS in Southampton for testing. We’ve achieved a skin that is three times stronger than aluminum.”

The 409 is balsa-cored (hull and deck) with a solid (1-3/4″) glass bottom. The laminate is tailored to address localized loads and laid by hand. “To work with Kevlar,” Poole said, “you need a compatible resin.” The company offers a 10-year warranty against osmotic blistering. Both structural bulkheads and furniture components are structurally bonded to the hull and deck. This boat is quiet under sail, but we found weather stripping used to tighten the fit of the floorboards. “With the amount that wood swells,” explained Poole, “we’ve had to do that to keep the boards from swelling shut.” Given the impermanence of the solution and the messiness of the fix, we thought Saga should find a better way to outwit Mother Nature.

The sub-floor framing structure, designed to anchor the rig, utilizes bi-directional E-glass reinforcements. The hull-deck joint is a flange bonded with 3M’s 5200 and through-bolted on 4″ centers. The slotted aluminum toerail encapsulates a full-length PVC rubrail, and is likewise through-bolted. The solid bottom portion of the hull is 18″ deep and made of six layers of 2408 matt.

The rudder is all carbon fiber, making it light and strong.

We found the building practices at Saga very similar to those at other top-shelf shops, and we commend the company for developing this new, safer laminate.

Performance Making 6.9 knots in 8 knots of true wind convinced us that there were good grounds for considering the 409 a speedy boat. The secret was the Code Zero. It proved the difference between ghosting and charging when we set it and rounded onto a close reach on the flat water of Biscayne Bay. Her convenient rig and clean, balanced hull seemed ideal for the big balloon jib. All of this hammered home Poole’s claim that the 409 was meant to make sailing “more fun more of the time.”

It was hard to tell in light air, but the tight sheeting angles for the jib and the high-lift potential of the keel should make the 409 quick upwind. Despite the light air, we tacked through just over 90 degrees. Additionally, the 409 is fun to drive. Castro said that he modified a deep, high-aspect ratio, NACA section foil by adjusting both leading and trailing edge to lighten the feel and increase effective control.

From what we could tell in Biscayne Bay, Castro’s modifications work. The 409’s Westerbeke 55B is self-bleeding and develops 55 horsepower at 3000 rpm. A two-bladed fixed prop is standard, but a boat with the capabilities of the 409 seems to cry out for the optional feathering three-blade that Saga does offer. She powered quite easily to her 8-knot hullspeed on our trial sail with 500 to 600 rpm left in reserve. There was, however, considerable engine noise. Checking it out, we obtained readings of 80 db (in the forecabin), 96 (saloon), 98 (aft cabin) and 88 (cockpit) while running at 2500 rpm. That’s hardly excessive, but louder than you’d expect in a premium-quality boat.

Conclusions With the 409, Allen Poole, Tony Castro, and the people of Saga Yachts have done a lot to resolve the time-honored comfort vs. speed dilemma. Builder and designer have drawn heavily on remarkable banks of experience to create a boat that delivers much of what cruising sailors are seeking. Without being radically or offensively new, the 409 is a bundle of fresh solutions, valuable developments, praiseworthy evolutions, and common sense ideas. At a base price of $329,000, she’s one of the highest priced boat in her class. And this boat isn’t perfect, especially in the areas of zero-tolerance joinery and soundproofing. Still, it strikes us that her combination of top-drawer performance, full-bore cruising efficiency, and head-turning style, makes her not only unique, but a good value as well.

Contact – Saga Marine, 905/646-4040, www.sagayachts.com .

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2 wounded by propeller when sailboat and motorboat collide off massachusetts.

Two people were wounded by a boat propeller after a motorboat and a sailboat collided off the coast of Massachusetts Friday afternoon, officials said.

The boats crashed around 12:30 p.m. in Hingham Bay in the area of Grape Island — about 15 miles south of Boston, the Weymouth Police Department confirmed to The Post.

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The Weymouth Police Department’s marine unit arrived at the scene first and applied tourniquets to the victims’ wounds before they were taken to local hospitals.

Two people on board the motorboat were taken in for questioning, according to the outlet.

Overhead footage from WCVB showed the sailboat nearly completely submerged in the water behind the motorboat, surrounded by authorities.

The Massachusetts Environmental Police will be investigating. 

The Post has reached out to the agency and USCG for additional information.

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• Kevin Costner’s ‘Horizon: An American Saga’: Everything We Know So Far

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Yellowstone  star Kevin Costner will return to the Western genre with his film series  Horizon: An American Saga ,  the first part of which is set to arrive in theaters June 28. The first film in a planned four-arc installment premiered at the 2024 Cannes Film Festival to an 11-minute 40-second standing ovation , which brought the actor to tears.

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‘Horizon: An American Saga’ Review: Kevin Costner’s Chapter 1 (Of 4) Sets Stage For Epic Story Of American West And Its Complicated History – Cannes Film Festival

Watch on deadline.

What is  Horizon: An American Saga  about?

The Western films will chronicle the expansion of the American West before and after the Civil War. Perspectives of colonizers and Native Americans — especially in the fourth film — will intertwine to tell the complex history. Spanning 15 years following the end of one of America’s defining conflicts, it traces the tension of another — Manifest Destiny and Native Americans.

How many films make up  Horizon: An American Saga ?

The cast has largely been exposed to four scripts for four different feature-length chapters of the project. The first two films have received theatrical release dates via New Line and Warner Bros. The films following  Chapter 1  are not considered sequels, but separate installments that tell the full story. 

RELATED: Kevin Costner’s ‘Horizon: An American Saga’ Gets 11-Minute Ovation At Its Cannes World Premiere

How long is  Horizon: An American Saga Chapter 1 ?

The first film clocks in at three hours.

When did  Horizon: An American Saga Chapter 1  come out? Is it streaming?

Horizon: An American Saga Chapter 1 will start streaming on Max Friday, August 23.

The first film arrived in theaters on June 28. It will become available to watch on digital. on July 16.

Chapter 1 boasts an  impressive cast  including Luke Wilson, Tatanka Means, Sienna Miller, Jena Malone, Wase Winyan Chief, Jamie Campbell Bower, Jena Malone, Sam Worthington, Isabelle Fuhrman, Ella Hunt, Michael Rooker, Abbey Lee, Danny Huston, Will Patton and more.

Giovanni Ribisi, Glynn Turman, Tom Payne, Kathleen Quinlan, Angus MacFayden and countless others also pop in and out of the first film. There are more than 170 speaking roles.

Costner’s son Hayes also appears in the film, and his namesake is a character in the story — Hayes Ellison.

When does  Horizon: An American Saga Chapter 2  come out?

The second film was slated to hit theaters August 16, but after the performance of Chapter 1 at the box office, Chapter 2 was pulled from Warner Bros. slate for August.

Given the target audience of the film, WB wanted to give them time to go to the movies to see the first installment before releasing the second one.

When will  Horizon: An American Saga  Chapters 3 and 4 come out?

Costner told Deadline that he has already shot three days of Part 3. He hopes to return to Cannes with the third chapter.

RELATED: Kevin Costner Reveals The Epic Journey of His Cannes Western ‘Horizon’ And Has His Say On ‘Yellowstone’ Rancor

How much has this project cost?

Costner revealed to Deadline that he’s projected to pay $98 million himself for the first three films in the series. Financing the fourth will make it $100 million. At Cannes he spoke about  sacrificing his four homes  that he owns to make the Western movies.

“I’m trying to make the third one. I knocked on every boat in Cannes to help me,” he said. “The guys say, ‘C’mon, we’ll get a picture.’ I said. ‘No, get your checkbook out.’“

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Horizon: An American Saga - Chapter 1

Cast & crew.

Kevin Costner

Hayes Ellison

Sienna Miller

Frances Kittredge

Sam Worthington

Trent Gephart

Giovanni Ribisi

Jena Malone

'Ellen' Harvey

Costner's violent, epic Western is meandering but watchable.

• Average 5.6
• Reviews 148

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