white dragon sailboat

Nearing Zero Risk: Kraken Yachts

• April 11th, 2022

Kraken Yachts is around for several years now with a really compelling concept: No less and nor more than the best and safest blue water oceangoing sailing yachts is offered, as they say. Competing against the big brand´s names like Oyster and such, Kraken Yachts have made themselves quite a reputation for making not only beautiful and highly customizable boats for the real big trip, but also to manufacture yachts that stay true to a classic long haul-sailing idea, 100 per cent, no compromise.

Even though the Team around founder and CEO Dick Beaumont is very busy these days to get their second production facility in Turkey up and ready to meet the increasing demand for their products, I am happy that he found a little time to discuss some of my questions. Kraken Yachts advertise two distinct safety features, the “Zero Keel” and the “Alpha Rudder”, which are standard and deciding details on their boats – but not to be found on any other yacht in any other brand elsewhere in the world. That was an interesting detail to ask some questions about and here´s what it was like.

Talking to Dick Beaumont of Kraken Yachts

Lars Reisberg | NO FRILLS SAILING.com: “Dick, first of all, as I understand it, you haven´t been planning to be the founder of a new boat brand in the first place but kind of have been “forced” to do it as you couldn´t find a boat that suited your safety demands. Can you tell the short story of how the Kraken-idea has been born?”

Dick Beaumont | Kraken Yachts: “As my family grew, I felt the need to upgrade from my Tayana 58 MOONSHADOW, so I started to research modern blue water yacht builders. As I researched further, I found that no builder would tick all the boxes that I think are mandatory for a world cruising yacht. I also discovered a trend in the industry to move away from tried and tested blue water features such as an integral keel, skeg-hung rudder and a solid hull specification, in favour of cheaper or faster options. I decided to build my own yacht and eventually honed the design with yacht designer, Kevin Dibley, for the Kraken 66 WHITE DRAGON. Once word and the design got out, I started to get people asking me if I would consider designing smaller sized yachts with the same bullet proof blue water design. To cut a long story short, we decided to start Kraken Yachts and the Kraken 50 and 58 were born to partner the Kraken 66 in our range.”

NO FRILLS SAILING.com: “Do you have proven numbers of keel losses or fatal damages in the keel area of pleasure craft? I must say, I only have the “big” names like CHEEKY RAFIKI or PAULINA STAR 3 in mind, but how probable is it really to damage or even lose the keel for a yacht?”

Dick Beaumont | Kraken Yachts: “Well, we will never really know how many yachts have suffered keel failure as it is such a catastrophic failure to sustain on a yacht. In reality, the yacht will sink extremely quickly which presents a difficult situation to find the yacht, even if we know the accident has taken place. We did however run an article in Ocean Sailor Magazine regarding keel failure. We provide a list from World Sailing including at least 90 yachts which suffered keel failure, however, Simon Forbes, offshore technical manager for World Sailing, told us the list is certainly not comprehensive and includes mainly high-profile incidents.”

NO FRILLS SAILING.com: “The Kraken yacht comes with two very distinct features which sets it apart from every other boat currently available: “Zero Keel” and the “Alpha Rudder” – what are these in short?”

Dick Beaumont | Kraken Yachts: “The Zero Keel is an integral part of the hull with a lead torpedo incapsulated within it, at the time of layup. This makes it both incredibly strong and creates a very low center of gravity. Unlike more traditional integrated keels however, it benefits from modern design thinking and is therefore also very hydrodynamically efficient. The Alpha Rudder features a full depth skeg which is internally supported by a full-length stainless-steel matrix. This means that, like the keel the skeg is incredibly robust and is an integral part of the hull. The rudder itself is supported by three bearings, the top one of which, can be serviced or changed whilst at sea.  Apart from the obvious advantage of added security, directional stability is also improved, which of course is a huge asset to a long-range cruising boat.”

NO FRILLS SAILING.com: “How is the integrated keel of a Kraken made, building-wise?”

Dick Beaumont | Kraken Yachts: “When we developed the Zero Keel, a large amount of time went into designing the engineering which would be used to build it. We decided to go for a split mould on the Keel. This allows us to fully laminate both the section which is part of the hull mould and the split section prior to inserting our 6.5 tons of lead ballast. Once the lead is in place, we close the mould and start laminating from above in the keel sump. Once the boat is released from the mould, there is minor lamination around the seam and we are left with the only integral keel in the world which includes an integrated lead ballast bulb.”

NO FRILLS SAILING.com: “So the advantage of a Zero Keel over a classic long keeled-boat is also to have a modern hull shape including a hydrodynamically optimized shape of the appendages, right?”

Dick Beaumont | Kraken Yachts: “Our Zero Keel really is the best of both worlds as it provides a fully integrated keel with structural frames extending deep into the keel sump allowing keel and rig loads to be distributed throughout the hull. It also provides a lead bulb which not only keeps the centre of gravity as low as possible, but the hydrodynamic shape also increases performance and decreases leeway. Traditional integrated fin keels , such as the keel on my old TAYANA, do not provide these advantages as they must stack the lead ballast up through the keel and the bottom of the keel lacks the hydrodynamic bulb.”

NO FRILLS SAILING.com: “Have you guys tested impact safety of the boat, the Zero Keel especially, when running aground hard or hitting flotsam? Maybe in a computer model or something?”

Dick Beaumont | Kraken Yachts: “I’m sure you will understand that we actively avoid grounding our clients’ yachts at hull speed (laughs) , however we have undertaken extensive situation modeling and calculations and are absolutely satisfied that a Kraken will not sustain critical damage when there is an impact at hull speed. This has once been tested in the “field” through the well documented incident that happened to me in the south Atlantic on WHITE DEAGON, when my 44 ton yacht came to an instantaneous halt, one thousand miles from the nearest land, after colliding with what I believe to be a whale. No significant damage was sustained, and the voyage continued for the duration with no noticeable effects of the impact. When I was able to lift her and check the extent of the damage, we found a slightly bent rudder shoe which was easily taken care of. A day I was very happy to be in a Kraken!”

NO FRILLS SAILING.com: “Why are most – or all – of the other brands, even the big names in bluewater cruising boats, like Oyster , Discovery, Contest or Hallberg-Rassy , opting for twin rudder configurations and bolted keels?”

Dick Beaumont | Kraken Yachts: “Yes unfortunately, this is a trend we have seen exploding in recent years. As any marine architect will tell you, one can create stability through ballast at the end of a keel or through “form stability”, where extremely wide hulls help to create the stability and provides the large flat aft sections needed for a hull to plane. Now this of course is very important for a racing boat in the Vendee Globe or The Volvo Ocean race. The twin rudder set up has therefore become extremely fashionable and we have now seen twin rudders appearing across the industry. Obviously, none of these heavy cruisers are ever going to plane, but the super wide hulls that require twin rudders do sell boats at boat shows due to their enormous internal volume. There is also the inescapable fact that building a boat without the complexity of appendages is significantly cheaper. However, cost and weight saving on the hull build specification and following fashions is a dangerous path to take for a bluewater cruising boat. Certainly, these are features that will never be seen on a Kraken.”

NO FRILLS SAILING.com: “I can imagine that making a Zero Keel is a huge cost factor in the building process – can you go into more detail here too, please?”

Dick Beaumont | Kraken Yachts: “As we touched on in the previous question, certainly the build of the Zero Keel, extensive hull structural elements and skeg-hung Alpha Rudder, contribute to a far higher build cost however we feel this path is absolutely necessary for a yacht designed to sail around the world in heavy seas. A Kraken yacht is designed to keep her crew safe so we won’t compromise on our ethos, even if the costs involved are higher.”

NO FRILLS SAILING.com: “How many Kraken Yachts are underway right now and what is the feedback you get from the owners? Is there anything you plan to change or adjust in a coming generation of Kraken 2.0?”

Dick Beaumont | Kraken Yachts: “Currently there are four Kraken 50 and one Kraken 66 sailing the world, however, as word has spread throughout the world, we have now sold-out production of our 50 feet yachts and 58 feet boats until late 2023 and have taken orders all the way into 2025. The feedback we get is excellent. I was recently onboard the latest Kraken 50 sailing with her new owner and even I am surprised at how well she sails. To then see her new owner behind the helm smiling certainly makes all the hard work worth it. As our yachts offer more customization than other builders in the industry, especially in the interior, we do have extensive meetings with each boat owner about their chosen layout and interior choices. Regarding changes or adjustments, it is well known that I always carry a book with me on my own yacht which is titled: “If I was to do it again”, where I write down anything I think can be improved. I am now on volume 4! In truth, we can always refine what we have already designed, making minor improvements as we go and Kraken as a company is keen to innovate new ideas or systems. As an example, we have recently spent a huge amount of time on R&D to design a hybrid power system which has already been selected by clients for future builds.”

Thanks a lot for taking your time, Dick, to answer my questions on your incredible boats. I hope to see one Kraken live soon!

You might also be interested to read:

Why does a boat capsize ?

How to escape a capsized catamaran . 

What makes a true blue water cruising yacht ?

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In the August 2024 issue of Yachting World magazine: News Few finish a tempestuous Round The Island Race European rules are eased for cruising to France and Greece Olympic sailing…

Yachting World

• Digital Edition

Breathing on the Dragon class – how the long-lived keelboat gets a makeover in Dubai

• Matthew Sheahan
• July 3, 2015

One of the most famous keelboat classes in the world gets a huge makeover in Dubai. Matthew Sheahan went to find out more

The new Dragon from Premier Composite Technology has been subtly refined in all areas

Receiving Olympic status is not always the blessing you might expect. The rate at which some of the world’s best sailors and teams refine and develop Olympic class boats and the costs that ensue can be a problem in the longer term. You can end up with highly refined boats that often have short competitive shelf lives, taking them out of the normal league for amateur sailors and damaging the grass roots support for a class.

So gaining Olympic credentials can prove to be a poisoned chalice. Some classes have even been said to have actively discouraged the attention of the Olympic committee for fear of alienating their mainstream constituents.

But not the Dragon. Designed in 1929 by Norwegian Johan Anker, the Dragon was made an Olympic class in 1948 and remained one until 1972, since when the elegant and distinctive keelboat has continued to be popular, offering good competition for a broad spread of abilities.

Represented in more than 26 countries, the worldwide fleet is over 1,500 with a high standard of racing for its annual world and European championships as well as the prestigious Gold Cup, which regularly attracts around 100 entries.

On the technical front the class has also managed to strike a careful balance between being a one-design and having areas open to restricted development.

Back to basic design

Yet despite this there have been few, if any, design studies that have gone back to basics and started afresh in optimising the boat. Until now.

Apart from its impressive track record in composite work in architectural, aviation and rail projects, Dubai-based Premier Composite Technology is best known in the marine world for building grand-prix raceboats such as the Farr 400, the GC32 foiling cats and most recently the Farr 280.

But now, after a two-year study that involved designing seven hulls and building five prototypes, the company has launched its brand new, breathed-on Dragon.

Driven by top Dragon sailors Markus Wieser and Hendrik Witzmann, the project pulled in some serious players, including Andy Claughton from the Wolfson Unit in Southampton, Paolo Manganelli, senior engineer at Gurit, and designer Klaus Roeder. They started with seven different hull and keel sections, which were tested using a velocity prediction program (VPP) from which two designs were then selected.

“Initially we looked at a number of radical options,” explains Witzmann. “From these studies there appeared to be some big gains in some areas, but these also meant having to accept some big compromises. In the end we opted for two designs that were more conservative and looked more likely to be good all-rounders.”

While there is room to alter hull shapes within the class rules, the tolerances are small. One example is the measurement around the hull which allows a maximum tolerance of 0.05 per cent at each of the seven templated measurement stations. This translates to a maximum tolerance of 16mm measured away from the hull at midships and just 8mm in the forward sections. The scope for tweaking the hull shape is clearly small, but nonetheless considered to be worthwhile by PCT.

“By creating a shape that is narrow amidships and fuller in her ends we have produced a hull that has a long waterline length,” says Witzmann.

Improved stiffness

Improved stiffness was also a technical goal, especially longitudinally. “Fore and aft stiffness is particularly important on a Dragon because of the running backstays,” continues Witzmann, “as they can induce a good deal of bending in this plane. Keeping the boat stiff maintains the waterline length and hence her maximum speed.”

Also contributing to increased stiffness, the PCT Dragon has all bulkheads bonded into the hull rather than relying on an inner liner for the internal structure.

Decks are clean and watertight

The hull itself is a solid laminate construction using woven rovings and unidirectional fibres throughout rather than chopped strand mat, of which there is none. The PCT Dragon even avoids the use of gelcoat in order to allow more structural material to be included within the rule limit on panel weight of 12kg/m 2 and the resin is vacuum-infused to ensure a tight control on this weight. Under the rules no carbon or Kevlar is allowed in the hull or deck.

But while stiffness was important, so too was keeping weight out of the ends, both in the structure and in the amount of water that might find its way inside. Dispensing with a spinnaker chute and launching the kite from a bag in the cockpit 470-style helped to reduce the weight of the chute and its tube, as well as preventing water being shipped through the bow.

The keel came in for some special attention. “Normally the keels are cast iron, but on this boat we used a CNC milling machine,” says Witzmann. “This is the first time this has been done on a Dragon and the process allows us to get close to the maximum keel weight of 1,010kg, as well as achieving a perfectly symmetrical shape.”

Unlike other Dragons where the ballast for the keel is encapsulated in the hull/keel laminate, the PCT Dragon’s keel is fitted from below and coated with a thin layer of glassfibre, which helps to achieve a slightly lower centre of gravity.

Cockpit layout

But it’s not just the structural elements that have come up for review; the layout of the cockpit has also been studied carefully. Among subtle changes, the coachroof and coamings have been altered to allow better control of the horizontal jib car travellers and more comfortable positions for hiking.

A modern Dragon’s cockpit is a string fest and a dream for deck hardware suppliers

The position of the mainsheet traveller drew plenty of attention as the team tried to exploit all the structural benefit they could from this member, as well as making it more efficient from a sail trim point of view. But the area also provided another important detail: support for the helmsman. Toestraps are not allowed in the class so the shape and positioning of the central unit was refined to allow foot support when hiking.

The theory was put into practice for the first time in October 2013 when the first prototype was launched in Dubai. Since then two boats have been shipped to Europe for further testing. This season the company will start to build production versions and engage in the international circuit.

For all the detailed analysis and testing of the previous two years it is here on the circuit in this fiercely competitive fleet that the results will be revealed and the company finds out whether breathing on the Dragon really has made her fly.

New Dragon in build

The longitudinal bulkhead in the after section extends up to the underside of the deck to maximise the stiffness of the boat in this area

Refining the mainsheet traveller control area helps when it comes to foot support for the helmsman. Toestraps are prohibited by the Dragon class rules

All bulkheads and structural members are laminated into the hull rather than use an inner liner

Among subtle changes, the flared coachroof allows for more efficient horizontal jib travellers

She may be elegant above decks, but a snake pit below as many of the control lines run under deck

Milling the keel from an oversized casting achieves precise weight and a perfectly symmetrical section

This is an extract from a feature in the June issue of Yachting World

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5 things to know before you head to Dallas's first AAPI Dragon Boat Festival at White Rock Lake

You've seen cars race, horses race and you might have even seen pigs race. But have you ever seen dragons race?

This Sunday you'll have your chance.

15 Dragon boat teams will race for the title of the Golden Dragon of Dallas along a 200-meter course at White Rock Lake on Sunday from 10 a.m. to 4 p.m.

In honor of Asian American and Pacific Islander Month, the City of Dallas, the National Association of Asian American Professionals and the Dallas Delite Dragon Boat Team joined forces to present the 1st Annual AAPI Heritage & Dragon Boat Festival.

Cristine Kao, of Dallas United Crew and Coach of the Dragon Boat Program says that although a number of rowing regattas have taken place at Dallas' White Rock Lake, this is the first time Dragon Boats have raced there.

Here are a few things you'll want to know before you head out to the races.

1. The sport is VERY old

The sport of Dragon boat racing dates back to southern central China more than 2500 years ago and is linked to the legend of Qu Yuan, a poet who was falsely accused of treason. Out of disappointment in the Chu monarch, Qu Yuan drowned himself in the Miluo River. The common people rushed to the water and tried to recover his body, but they failed. In commemoration of Qu Yuan, the people held dragon boat races on the day of his death, a tradition that continues to this day.

2. Dragon boats are different than crew or rowing boats

You might think it's the mythical Asian-style dragon head on the bow and a dragon tail at the rear is what sets these boats apart, and while that's true, the biggest difference is the number of people on the boat and how the boat is propelled through the water.

"A dragon boat hosts 22 people" says Kao. "There are 20 paddlers, one person at the front using a drum to set the pace for the racers, and one person in the back steering the boat. In crew or rowing, you'll only have eight people in a boat. And in a crew boat, participants sit backwards while rowing, whereas in a dragon boat, you face forward and paddle like a canoe."

3. Employees from the Dallas Mavericks have a boat in the race

15 teams will be competing at this 1st annual Dragon Boat festival. Corporate teams from ABC fitness, Verizon and the Dallas Mavericks are in the line-up. And community teams from Houston and Austin and Dallas United Crew's Breast Cancer Survivor Team are also part of the roster.

4. The best place to watch the races is at the Bath House Cultural Center

The finish line is on the banks of White Rock Lake right in front of the Bath House.

Kao says you'll see a spectacular three boat finish every time the boats race.

"It's a beautiful backdrop with the City of Dallas and downtown in the background. If you're standing in front of the Bath House looking at the dragon boats on the water. It truly will be spectacular to see."

5. This festival includes more than just Dragon Boat Races. Enjoy a day full of fun

The family-friendly event celebrates the rich diversity of the AAPI Community in North Texas with cultural performances from local music and dance groups, hands-on workshops, a vendor market and a Tai Chi and Kung Fu demonstration. Inside the Bath House visitors can explore the Becoming Texans, Becoming Americans photography exhibition or catch a screening of the documentary Hear Me Roar . And of course no festival is complete without food trucks and vendors and this one is no different with food from all around Asia available for purchase.

There will also be an official proclamation from the office of the mayor and an Eye Dotting ceremony—a ritual in which a symbolic red dot is placed on the eye of dragon. The ceremony is said to empower the creature to bring about protection, good luck, health, and prosperity for those present. The eyes also reflect the spirit of the creature, so having its eyes dotted is the last step before it comes to life.

Visit  Go See DFW  to find more weekend events.

The Go See DFW calendar is a partnership between KERA and The Dallas Morning News.

Got a tip? Email Therese Powell at [email protected].

KERA Arts is made possible through the generosity of our members. If you find this reporting valuable, consider making a tax-deductible gift today. Thank you.

OFF THE EDGE DRAGON BOAT TEAM 

 white bear lake, minnesota.

[email protected]

OFF THE EDGE DRAGON BOAT TEAM!  

Come and experience the fun and passion of dragon boat paddling with us.

Dragon boat racing is one of the fastest growing sports in the world!  Soaring down a race course in a long, narrow canoe-like boat, 20 paddlers moving in synchronicity toward that finish line, hearts pumping, paddles flying, is a feeling like nothing else!

 Established in 2012, Off the Edge is one of the region's premiere women's paddling teams. Ranging in age from 20's-60's, we train hard on and off the water. We've achieved great results at our regional races and always strive to get better, stronger, faster!

Would you like to experience this addictive sport first hand? We have team building opportunities for you!!

Corporate events, church groups, adventurous friends, book clubs...are all welcome!

Team Building with Off the Edge

Dragon boat racing develops both individual and team skills, as everyone in the boat must work together, trust each other, and paddle in perfect timing to reach the finish line. every paddler has a unique job, which encourages leadership and develops mutual trust for each person in the boat. it’s all about collaboration, timing, effort, and putting the team before yourself. it is the perfect way to improve communication, strengthen bonds and encourage working together. , off the edge offers a 1.5 hour dragon boat experience for up to 20 people, sure to get your team working together and having fun we paddle on beautiful white bear lake, located in the northeast twin cities metro area in minnesota., experience includes:, the on-land portion-- a warm up, safety briefing, an overview the sport, paddle selection and instruction, paddle time on the water-- coaching, paddle drills and strategies, cost: $400 per 1.5 hour experience, interested in learning more or scheduling with us, introduction to dragon boat racing 2024 .

   CLASSES FOR INDIVIDUAL WOMEN

These classes are full! 

INTRO TO DRAGON BOAT RACING FOR WOMEN 

Dragon boating is one of the fastest growing sports in the world! Soaring down a race course in a long, narrow, canoe-like boat, 20 paddlers moving in synchronicity toward that finish line, is a feeling like nothing else! 

Here’s an opportunity to enjoy learning this sport, meet new people and spend time on our beautiful White Bear Lake! 

Try it out! You will have four, weekly training sessions (one hour each) with a race and catered picnic on the last day! Paddles, boat and life jackets provided (though if you have your own life jacket, please bring it). Requirements: must be at least age 18, and have a basic level of fitness. 

White Bear Lake Community Ed

When: TUESDAYS 7pm June 11, 18, 25, July 9             RACE DAY: Sat. July 13 8am-noon

Fee: $190 covers training, coaching, equipment, t-shirt, race and picnic lunch

Where: Practices- Matoska park, White Bear Lake. Race Day-Lake Phalen Regional Park St. Paul

Click this link to register

https://whitebear.ce.eleyo.com/course/4803/ae-2324-summer/introduction-to-dragon-boat-racing-for-women#0611-620

Mahtomedi Community Ed

When: MONDAYS  7pm June 10, 17, 24, July 8              RACE DAY: Sat. July 13 8am-noon

Where: Practices- Matoska park, White Bear Lake. Race Day-Lake Phalen Regional Park St. Paul. 

Clcik this link to register

https://mahtomedi.ce.eleyo.com/course/1308/2024-summer/intro-to-dragon-boat-racing-for-women#s24-5dragonboat

Instructors: Karen Anderson, Lisa Ender, coaches of Off the Edge dragon boat team, WBL 20 maximum participants per team 

Please indicate  womens t-shirt size: S M L XL

Refunds are not available unless we can fill your spot.

MORE ABOUT OFF THE EDGE

Headlines & stories.

Off the Edge: A Premier Women's Dragon Boat Team in Minnesota

White Bear Lake, MN, USA

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North American Dragon Class

The World's most popular One Design Keelboat

Buying a Used Dragon

Most wooden Dragons in North America are from the 50s and 60s. Some are big projects, requiring extensive structural work and the expertise of an experienced boatwright or shipwright to do the work. Others are in decent condition, and someone with some carpentry experience can make basic repairs and cosmetic fixes. There are also some beautifully restored wooden Dragons available from time to time. 

Fiberglass Dragons were manufactured in North American in the 70s and 80s and most are still active in fleet racing. You can import new or used Dragons from Europe, where there is a good second hand market, especially in the UK, as well as in The Netherlands and Germany. Shipping costs vary between $3000 and $6000 to either the east coast or the west coast, and there is state/provincial sales tax and federal duty. Make sure you get a separate sales receipt for the boat and the trailer since they have different tax and duty (one is a boat and one is a vehicle). Most used Dragons from Europe are sold with a double-axle trailer and several sets of sails.

You should arrange to inspect the Dragon in person, or, if that’s not possible, have someone you trust do it. It’s also wise to get a marine surveyor to examine the boat. Besides checking the hull, sails, trailer and the standing rigging, it is worthwhile getting the keel bolts checked – depending on what materials used, there is sometimes corrosion.

If you are doing repairs or restoration, or just updating the rigging, remember to get a copy of the Class Rules and Plans to make sure your Dragon is still a Dragon when you are finished any repairs or rigging changes! Your best assurance that your boat is a Dragon, new or old, is a Builders’ Measurement Certificate;  ask for it when you are considering a purchase.

Think it’s too complex to import a Dragon?  Contact us  for information on importing a Dragon to the US or Canada. 

Fiberglass Dragons For Sale

Wooden Dragons For Sale

Dragons For Sale outside North America

British Dragon Association Doomernik German Dragon Association PCT Premier Dragon ​ Petticrows

Equipment For Sale

Dragon sails for sale – Jibs, mains, spinnakers. Excellent for club racing. North, Elvstrom and Hoj Jensen. Prices start at $325 OBO. Contact Miguel A. Casellas, Puerto Rico 787.403.4700

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DRAGON SPEED GUIDE

North Sails experts Ruairidh “Rory” Scott and Theis Palm answer your Dragon speed and boathandling questions.

Who sails a Dragon?

Sailors in the International Dragon  class are attracted to its classic looks and tweaky, idiosyncratic nature. They include a large group of amateur sailors who compete locally at clubs throughout Europe, especially in the UK, Germany, France, Italy, and Scandinavia. At the same time, there’s an extremely active international circuit that includes many pro sailors. The list of Corinthian-only crewed boats at most international events is usually as low as 20 percent of the entries. Some boats are professionally owned and driven, but most are owned and helmed by capable amateurs, supported by professional crew.

The International Dragon class attracts big fleets to race in picturesque venues throughout Europe. It also has many local fleet sailors who rarely travel to major events.

What’s involved in crewing?

The weight limit for the crew is 285 kilograms (627 pounds), and it’s very important to sail at, or close to, the limit. Most boats sail with three people - a 95 kilo average. Some sail with four, and recently there is a small trend in that direction because it’s difficult to find large enough people with the right skills. Sailing with four brings other challenges, though, as the boats don’t have a huge amount of room for the crew.

The boats are 8.9 metres long (29’ 2”) and weigh 1700 kilograms (3,700 pounds), and they are a physical challenge to sail. Upwind if you can hike harder for longer, you’ll go faster. There are no hiking lines or hiking aids but you can hang off ropes and anything else that’s already there for another purpose. When windy, the loads on these boats are substantial, and pumping the spinnaker or trimming the large genoa provides a workout.

What are three top Dragon speed tips?

Spend time with the same crew, learning how to sail the boat and adjust the mast controls for different conditions.

Work with your sailmaker to learn which sails work best with your mast in different conditions.

Straight-line boatspeed is vital. Beats are usually 2.5-miles; in the Gold Cup, races are 2.5 to 3 hours long.

What should buyers know when choosing a Dragon?

Strict rules in terms of hull measurement, stability and use of corrector weights if necessary help keep both new and used boats competitive. There are a massive number of good, used fiberglass boats available at roughly half the price of a new boat. Still, some two or three dozen new boats are built each year at Petticrows in the UK, or at PCT in Dubai (approximately £80,000-100,000). Cold-molded boats can also be very competitive and beautiful, but once you have refurbished them, they may cost you more than a new boat.

How do you launch a Dragon?

A Dragon weighs 1700 kg (about 3700 pounds) so a reasonably substantial tow vehicle is required. Launching is done with a single-point lifting crane. Launching from purpose-built trailers isn’t hard; you pull rig forward, clip on the crane, and launch. The mast can be stepped with a tripod stand. Three people can rig and launch a boat in an hour or so. Most boats travel with a single piece cover, and the spars ride along in separate bags.

How many sails are required?

There are no limits on the number of sails a competitor may purchase, but sailors are only allowed to register (“card”) eight sails per event. Most boats take four genoas, two mains, and two spinnakers.

North offers a range of different Dragon sails, both crosscut and with radial clews and heads; the latter were developed once cloth manufacturers began building more balanced Dacron cloth. Genoa designs cover the following wind ranges: light, up to 10 knots; medium, 6 to 18 knots; and heavy, 14 to 30 knots. North also has different mainsail designs for different class-legal masts, as well as varying spinnaker designs. On a race day (when no coach boat contact or spare sails on the water are allowed), it’s common to carry one spare spinnaker aboard and often a second genoa.

Dragon Tuning

What are the keys to rig set-up?

When tuning the Dragon, our focus is on getting the forestay length set correctly. (Details are provided in the North Dragon Tuning Guide ) Then we adjust the tension on the uppers and lowers to Loos tension gauge numbers, depending on which builder’s mast is in the boat. After that, everything is relatively simple. Just under the deck, a mast ram powered by a lever system attaches to the aft face of the mast to move the mast fore and aft at the partners.

Tuning a Dragon starts with measuring forestay length and includes other complexities such as running backstays and adjustable shrouds that can be tensioned underway. 

What are the most important control systems you have to learn?

Competitive boats have some remarkable control systems. For example, shroud tension can be adjusted below decks. And jumper tension has both coarse and fine-tune controls that can be adjusted individually, so you can achieve a certain tip fall-off or even move the mast tip to windward.

Unlike many one designs, Dragons have running backstays. Typically, boats have a 2:1 coarse adjustment under the stern deck, plus a fine tune that leads farther forward. Dragons used to have winches or highfield levers for the running backstays, but we recommend setting up cascade or other purchase systems, which is the way all new boats are rigged.

Another special system for genoa sheeting eliminates the need for a winch. The sheet is pulled through a barberhauler, turns below the side deck, and leads through a cleat mounted on a track. A fine-tune purchase pulls the cleat along the track to finish trimming the sail under full load. A recent refinement keeps the cleat open when the fine tune is off. As soon as you pull on the fine tune, the cleat grips the line, but when you release it to tack, it automatically releases the coarse-tune sheet as well.

Dragon Upwind Sailing

Upwind, where does the Dragon crew sit?

When it’s light, the helmsman sits to leeward or to windward, depending on preference. The forward crew (the genoa trimmer) sits to leeward on a bench and handles the sheet controls as well as adjusting halyard, barberhauler, and sheet fine-tunes. As soon as the breeze comes up, the trimmer will be hiking.

The Dragon has a sleek, low-profile hull and its genoa has large windows for safety. 

For all conditions, the middle person sits to windward—in the boat or on the rail—so they can trim the mainsail. They control runner tension, mast ram, jumper position, traveler, mainsail tack, outhaul, and vang/kicker.

How do you trim the Dragon main upwind?

The main trimmer generally keeps the boom near centerline; as the mainsheet is trimmed, the traveler is eased slightly. The mainsheet helps bend the mast and flatten the main. Due to the size of the overlapping genoa, we do not vang-sheet.

Once the waves get bigger, the boats take time to accelerate so you want a twistier setup with softer sheet tension and a more open leech. The boats have keel-hung rudders, which will wobble around when sailing in chop. The rudder blade is big, so if you swing it around too much you’ll slow down due to the extra drag. Getting the boat balanced is very important, especially when it’s choppy.

How do you trim the Dragon genoa upwind?

The challenge when it’s light is to keep the boat moving quickly while still pointing well. Any time the wind changes, you need to adjust the sail first, slowly make the helm adjustment, then match sail trim to the new course. When lifted, for example, ease the genoa first; the helmsman comes up slowly, and genoa comes in to match. If the helmsman simply follows the genoa telltales instead, he’ll always be behind the curve, swinging too much rudder and going slowly.

When the breeze comes on, change your jib lead by using the barberhauler, which adjusts vertically at the aft end of cuddy. By easing the barberhauler up, you effectively move your lead aft and are able to sheet harder to flatten the sail. Over 20 knots, the second barberhauler pulls the lead a couple hundred mm farther outboard.

What’s the key to shifting gears when sailing upwind?

Runner tension is the most important control in shifting gears. In light winds, you sail with less tension on the runner to induce headstay sag and power up the genoa. As the breeze builds and you pull on more runner, tighten the mast ram to the maximum so the mast doesn’t overbend. If it does, you over-flatten the mainsail and lose some headstay tension at the same time. As it gets windier still, add lots of runner tension and ease the ram to bend the mast, but don’t overdo it or you will lose headstay tension when you really need it.

In a breeze, the three crew hike out and the boat begins to throw some spray. 

What do top Dragon crews say to each other upwind?

The forward crew has the best view and will usually call puffs. The main trimmer will often ease a little mainsheet or lower the traveler a touch, which allows the driver to bear off slightly. The forward crew may ease the genoa sheet as well. Once you’ve accelerated, the helmsman or main trimmer will call for trimming the sheets back on.

If a big gust is called, the middle crew pulls runner on or lets traveler down, and the helmsman may point up a little. Then main and genoa are both trimmed a little harder. It’s important for all three crew to work together at all times.

The forward crew also must look through the genoa window, and the helm through the mainsail window; with the big genoa, the middle crew can’t see boats that are even with you on the other tack. This is different than on boats with smaller jibs and is extremely important to communicate about regularly.

Dragon Downwind Sailing

Downwind, where are Dragon crew located?

In light to moderate wind, keeping the bow down and the stern up is pretty fast. It also stabilizes the boat directionally, making the boat as long as possible. Whoever is

the tactician moves to the bow or by the mast downwind, watching the fleet, calling the wind, and holding the pole back at the shrouds. The spinnaker trimmer sits at the front of the cockpit on the windward side, and the helmsman sits aft on either side of the boat—typically to windward in 10-12 knots and above, and to leeward in light conditions for a flatter boat or leeward heel. When it’s breezy, we bring the forward person back to cockpit.

What’s unique about the Dragon when sailing downwind?

We ease the backstays and let the rig a long way forward; the more we can do that, the more directionally stable the boat will be. What’s really unique is what we call “flying the spinnaker”—the pole is too short, so as soon as the breeze gets up to 8 knots we ease the spinnaker up and away from it , squaring the pole to the shrouds and keeping the clews as level as possible, and flying the guy/brace as much as six feet away from the pole. This pushes the guy as far outboard as possible, but makes the sail less stable, so more skill is required to keep the sail under control. Body weight placement can help keep the sail full, for example, placing weight to windward to heel the boat when sailing a low course.

What are your general rules for sail trim on the Dragon downwind?

After setting the spinnaker, furl the genoa and let the mast ram go completely so the mast can shift forward. Ease the runners to move the rig forward at deck level as much as class rules allow. The tip will move a long way forward and separate the spinnaker from the main. Boats with an adjustable mainsail tack will ease off the tack.

We always try to keep the spinnaker clews spread as wide as possible and, as mentioned, away from the boat. The mainsail is eased out in most conditions, but trimmed slightly in light air (when not sailing dead downwind) and in strong breeze (for stability). Keep the top batten parallel with the boom. If the boat is rolling around in bad seas, use the vang/kicker to tighten the leech; if you need to sail lower, loosen it.

What do top Dragon crews say to each other downwind?

The trimmer and the driver talk about pressure on the spinnaker and how low the boat can be sailed. The bowman/tactician comments on the puffs and boats behind that might block your breeze. When surfing, there should be constant dialogue between trimmer and driver. The helmsman should pump the main if possible; otherwise, bring the bowman back to do it.

Dragon Boathandling

What are your top tips to starting a Dragon well?

Sail with the genoa furled and approach the line under main alone. When time and distance are right, unroll the genoa and accelerate. This takes practice but is far better than approaching the line with the big genoa luffing against the rig. In lighter winds, unroll the genoa sooner because it will take longer to get up to top speed.

Focus on keeping some flow over the rudder so you have control of the boat. You can easily sail a lot higher under main alone, but when you pull out genoa make sure the boat is aimed low enough so the genoa doesn’t backwind and force you to tack.

When it’s windy, it’s hard to sail the boat slowly. Sail as high as possible, until it’s time to put bow down and accelerate. Don’t over-ease the mainsheet or the bow will get blown to leeward.

Top teams line up for the start, sailing as slowly as possible with genoas furled, until it’s time to accelerate in the final seconds of the countdown.

What are the keys to tacking a Dragon well?

The mistake that everybody makes in the Dragon is to release the genoa sheet too early. The sail has such a big overlap that the clew has to go a long way forward to get around the rig. The best technique is to ease the sheet a little but only release it once the sail backs against the rig. Then the wind will blow the sail around and out to leeward, and the trimmer will pull it back in on the new tack. In less than 6 knots, another option is to furl the genoa as you start to tack.

One crew does both the release and the trim, and it takes coordination and strength. Bring in as much as possible with the coarse-tune genoa sheet before switching to the fine-tune. When it’s windy, there’s so much pressure on the genoa sheet cleat, it’s important to get the genoa trimmed and cleated quickly before switching to the fine tune. The helmsman should avoid coming out of the tack too low and making the trimmer’s job that much harder.

When steering through a tack in flat water, you can steer more slowly at first to maximize VMG to windward. If you’re sailing in waves, you have to turn quickly so the boat doesn’t slow down too much. The trick that we find very useful is to center the tiller at the moment the boat straightens up and the mainsail begins to tack. It takes the boat a while to stop turning, and the momentum of the genoa, pushing against the rig, will carry the boat through to your new close-hauled course. It’s very easy to over-tack a Dragon, and yet it’s better to steer too far than not enough. If the genoa doesn’t blow outside of the leeward shroud, you’ll lose speed quickly.

The middle crew has plenty to do on tacks as well—mainsheet, traveler, jumpers and runners—although some helms will assist. In a light-air tack, getting the traveler moved up to the new weather side is the top priority. Ease a bit of mainsheet. In heavy air, the runners are top priority.

As wind and waves build, the Dragon displaces more and more water. 

What are the keys to setting the spinnaker on the Dragon?

Until recently, Dragons were rigged to set the chute from a small hatch up on the bow, which made sets simple (but made takedowns tricky). The basic drill was to pull the chute up as the sheet and guy came back, and furl the genoa quickly so the chute didn’t collapse. Now that we drop the spinnaker into the cockpit, it’s very important before the set to sneak the guy/brace out as far as possible.

What are the keys to jibing a Dragon well?

Poor timing is the worst mistake Dragon crews make in jibes. The boats like to rock and roll downwind, so you need to time the turn so the boom crosses easily. If you try to turn the boat down when it naturally wants to turn up, you’ll fight the helm, then oversteer while the boat rocks and rolls, and in the process the boat slows down. Always initiate your jibe when surfing down a wave or naturally turning to leeward and rolling to windward.

The forward crew handles the spinnaker pole and the middle crew and helm manage the sheets and runners. When it’s windy, the spinnaker trimmer will sometimes cleat the spinnaker and help the helmsman pull the main over. With inline spreaders, the masts are bendy enough that they need the support of the runners. Trim the main in a little before the jibe; as you pull the main across, haul in the new runner and ease the old runner as soon as possible. The topmast backstay holds the rig for a fraction of second, but we don’t like to rely on it for long. Needless to say, sailing with four makes the jibes easier.

In light-air jibes, the topmast backstay supports the rig just fine, so you can let both runners off. The key is to rotate the spinnaker around so it stays flying. In 7 or 8 knots, the guy/brace will be at the pole. In 8 to 10 knots and above, you’ll come out of the jibe with the tack of the spinnaker at the pole, then slowly ease it away from the boat again.

What are the keys to a good spinnaker takedown?

Taking the chute down into the cockpit is much safer. We always pull it down on the port side to be ready for the next set; let the starboard sheet go, pull the chute around the bow, let the halyard go, and pull the sail down quickly. Dousing the spinnaker through the front hatch with the retrieval-line system is fraught with danger if you still have that set-up; to avoid dropping the sail in the water, it’s necessary to spread the spinnaker down one side of the boat or the other before pulling the sail into the hatch.

How easily does a Dragon broach?

All Dragons have automatic, battery-powered bilge pumps; on a windy day, the boats are wet enough that the pumps are always working. We also carry manual bilge pumps and two buckets. If you rock and roll too hard downwind you can broach to windward and swamp the boat. If the water-tight hatches are in place, the boat will stay afloat; in theory, there is sufficient reserve buoyancy to stay afloat while you and the pumps get rid of the water. As a practical matter, with the Dragon’s low freeboard, that’s difficult when waves can bring water aboard at the same rate that you get it out.

What’s the coolest thing about the Dragon class?

Take your pick. You can sail Saturday at the club or compete for the Gold Cup in another country against the best sailors in the world.

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About The Dragon

Development

From the beginning the boats had the characteristics which have maintained the class. They are very elegant and always attract attention. They are interesting and technically rewarding boats to sail.

Further refinement has continued, but always carefully controlled and in a way that minimises discrimination against older boats which are always able to upgrade. In 1971 metal spars were introduced and in 1973 glass fibre construction arrived. In 1975 the spinnaker was enlarged and the shape improved. More recent changes have focussed on sail and rig controls, often making use of new rope fibres. The class has remained loyal to Dacron sails however, mainly to keep costs down.

The Sailors and the Competition

The dragon’s enduring appeal.

GRP is the most popular material, but both new and old wooden boats regularly win major competitions while looking as beautiful as any craft afloat.

Exotic materials are banned throughout the boat, and strict rules are applied to all areas of construction to avoid sacrificing value for a fractional increase in speed.

Class Structure and Governance

Privacy overview.

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Read the review of white dragon in sailing today.

Leading correspondents from the sailing industry and prospective clients were recently invited to test sail the flagship 66 ft yacht of the Kraken range, ‘White Dragon’. Cape Town and the surrounding coastline offered a beautiful backdrop for the event.

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Outdoors , Sports

Meet the Off the Edge Dragon Boat Team

by Daniel Huss | May 2024

Off the Edge Dragon Boat Team at the 2023 Minocqua Dragon Boat Festival. Photo: Geri Miller, Minocqua Dragon Boat Festival

Local dragon boat team pursues paddling synchronicity.

A four-person rowing shell and a 20-person dragon boat are each 40 feet long. Oars propel rowing shells; paddles move dragon boats.

Biggest difference?

“You face forward in a dragon boat, and you can see where you’re going,” says Karen Anderson, coach and pacer for the White Bear Lake-based Off the Edge Dragon Boat Team.

Dragon boats and dragon boating are said to have originated in China some 2,000 years ago. Legend has it that these boats were used to celebrate the fifth day of the fifth lunar month in the Chinese calendar. Its purpose, according to that same legend, was to turn aside misfortune while encouraging rain and prosperity.

A dragon head fronts the dragon boat’s bow; a tail protrudes from its stern. Paddles moving through the water symbolize the creature’s claws. The beating drum pacing the paddlers represents the dragon’s heartbeat.

Anderson and Lisa Ender spent much of the 1990s leading women on outdoor adventures. On an excursion to a Dragon Boat Festival in Grand Marais in 2001, they were hooked.

Eleven years after that first exposure to dragon boats, they formed Off the Edge—an all-women’s group that would become the premier dragon boat team in the region. They coach, paddle and steer. They also lead dragon boat community education classes for women in White Bear Lake and Mahtomedi.

There are 10 rows of benches in a dragon boat. Paddlers sit side by side. The front three benches house the quickest paddlers. Speed is a must; rhythm is a given. The strongest and most powerful paddlers sit in the middle seats and serve as the boat’s engine. Paddlers, called rockets, launch from the rear. Their mission is to control choppy and churned-up water. A drummer beats from the bow. The steerer, standing on the stern, directs with a 15-foot oar.

“It’s empowering,” Ender says. “You’ve got every person and every position doing the exact same thing at the exact same time.”

Races are sprints, typically 200 or 500 meters long. “It’s all out,” Ender says. “You’ll want to stop halfway through, but you won’t. If you can stand when the race is over, it means you haven’t given it your all.”

There is also a 2-kilometer oval race that Anderson describes as a roller derby with paddles. Needless to say, 40-foot paddle-powered boats aren’t very maneuverable. “Oval races are a riot,” Anderson says.

When Anderson and Ender formed the Off the Edge Dragon Boat Team in 2012, they didn’t have a boat. Today, the club rosters 29 women, with ages ranging from 32 to 72.

In season, members meet on the water three days per week. Many members attend off-season camps. A frequent off-the-water exercise is to run stairs in Stillwater.

In 2023, the team competed at five festivals. It placed first in the women’s division at Winnipeg, Canada, Chicago and Superior, Wisconsin. They finished second at Minocqua, Wisconsin, and third at Oshkosh, Wisconsin.

Big picture, the club has its sights set on competing in the U.S. Club Crew National Championships in Sarasota, Florida, in 2025. If the group places in the top four, it qualifies for the World Dragon Boat Racing Championships.

Training for the 2024 season began shortly after ice out. “We used to have a month where we didn’t talk about dragon boating,” Anderson says. “Now, we don’t do that.”

Off the Edge Dragon Boat Team [email protected] Facebook: Off the Edge Dragon Boat Team

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• Sailboat Guide

Dragon (Int)

Dragon (Int) is a 29 ′ 2 ″ / 8.9 m monohull sailboat designed by Johan Anker and built by Petticrows, Abeking & Rasmussen, Endeavour Yachts, Børresen Bådebyggeri, and Abbott Boats Inc. starting in 1928.

• 2 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 3 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 4 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 5 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 6 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 7 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 8 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 9 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View
• 10 / 10 Key Largo, FL, US 1977 Dragon (Int) $6,800 USD View

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)

Following a competition organised by the Royal Yacht Club of Gothenburg, the Dragon was conceived as a “day boat” or small coastal cruising boat. Selected as the 3 man keelboat for the 1948 Olympic Games in London. The designer, Johann Anker was killed in World War II. After the war, his sons waived the royalty for the design to English builders as a token of appreciation to that nations support of Norway in it’s darkest hour. Although it’s Olympic class status ended in 1972, it has remained popular around the world in to the 21st century.

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• When is Dragon Boat Festival?
• Origin & History
• Story of Qu Yuan
• Top 5 Activities

What is a Dragon Boat?

• Dragon Boat Races
• Top 12 Events of Dragon Boat Racing in China
• Celebration around the World
• Festival Cards

What is a Dragon Boat? - All You Need to Know about Dragon Boating

What does a Dragon Boat look like?

Dragon Boat History

Several versions about the dragon boat history are spread. The most widely spread one is related to a famous poet and politician, Qu Yuan (476 BC - 221 BC) in the Warring States Period. In 278 BC, on the fifth day of the fifth lunar month, Qu Yuan, whose political views were not adopted, drown himself in the Miluo River. People was deeply moved by him so that they rowed boats to save him but failed. Since then, dragon boat race has become a folk activity to commemorate Qu Yuan.   In 1970s, dragon boat rowing gradually evolved from a folk custom to a professional water sport. In 1976, the Hong Kong Dragon Boat Invitational Race was held. Since then, the dragon boat race became a modern sports event, and spread to more than 30 countries around the world. In 1980, the dragon boat race was listed into the state sports competition programs of China.  

How to Row a Dragon Boat

Mostly, there are 22 members in a standard racing dragon boat, a steersman, a drummer, and 20 sailors. Sailors sit on both sides of the boat, 10 in each side to keep balance and row forward with the dragon boat paddle. The steersman in the back guides the direction. The drummer in the front beats the drum to encourage sailors and control the movement and frequency of the sailors’ paddling. The drummer is the soul of a dragon boat team in that he guides the rowers to paddle at a unified pace.  

The Dragon Boat racing is popular around the world.

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