8mr yacht for sale

• Abrahamsson & Börjesson Boatjard
• Abrahamsson & Börjesson, Ramsö 8mR Classic

Abrahamsson & Börjesson, Ramsö 8mR Classic (1944) for sale in Sud, Sweden, Sweden, Scandinavia

£189,456 GBP Listed price €220,000 EUR Get a foreign exchange quote

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This 8mR Classic designed by Roy Sherman and built in 1944 by Abrahamson & Börjesson, Ramsö, is an exceptional example of craftsmanship and naval engineering. This vessel is still in its original shape, built from a single mahogany piece with a mast renewed after the World Championship in the 70s. Offered with a full set of sails, this 14.77m boat is ready for her new captain to enjoy. A true gem for classic racing.

About this Abrahamsson & Börjesson, Ramsö 8mR Classic

This 8mR designed by Roy Sherman and built in Ramsö at Abrahamsson & Börjesson is still in its original shape. Gain is made out of one single mahogany tree which means she was built in finest quality. The only thing that changed some days was the mast. This one broke while sailing the world championship in Stockholm in the 70s. She comes with a lot of sails and is ready to start a new life with a new owner.

Robbe & Berking Classics GmbH & Co KG

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Abrahamsson & Börjesson Boatjard 8M also found under:

• Antique/classic
• Wooden boat
• Abrahamsson & Börjesson Boatjard 8M
• Abrahamsson & Börjesson Boatjard Sweden
• Abrahamsson & Börjesson Boatjard 8M Sweden

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The Official IEMA 8 Metre Registry

Photo Tobias Stoerkle

The Eight Metre Registry

Eight metre yachts by country.

Argentina Australia Austria Canada Denmark Finland France Germany Great Britain Greece Hungary Italy Netherlands Norway Portugal Russia Spain Sweden Switzerland USA Unknown Lost

Sail: AUS 8

Sail: GER 8

Sail: KC 22

Sail: CAN 6

Sail: KC 25

Sail: KC 27

Sail: CAN 24

Sail: GBR 2

Sail: CAN 21

Sail: CAN 8

Sail: CAN 2

Sail: US 37

Sail: CAN 1

Sail: SUI 10

Sail: CAN 7

Sail: CAN 9

Sail: DEN 1

Sail: DEN 44

Sail: FIN 16

Sail: FIN 12

Sail: FIN 14

Sail: FIN 10

Sail: FIN 17

Sail: FIN 1

Sail: FIN 2

Sail: FIN 4

Sail: FIN 6

Sail: FIN 8

Sail: FRA 25

Sail: FRA 24

Sail: FRA 28

Sail: FRA 7

Sail: FRA 63

Sail: GER 15

Sail: GER 6

Sail: AUT 12

Sail: AUT 277

Sail: GER 3

Sail: GER 9

Sail: NED 4

Sail: GER 10

Sail: GER 5

Sail: GER 16

Great Britain

Sail: GBR 38

Sail: GBR 1

Sail: GBR 007

Sail: GBR 22

Sail: SUI 8

Sail: GRE 13

Sail: HUN 1

Sail: P 107 (1971)

Netherlands

Sail: US 20

Sail: NOR 29

Sail: NOR 27

Sail: NOR 38

Sail: RUS 4

Sail: E 1205

Sail: ESP 422

Sail: SWE 15

Sail: SWE 6

Sail: FIN 9

Sail: SWE 8

Switzerland

Sail: Hs 25

Sail: SUI 3

Sail: SUI 1

Sail: HKG 8

Sail: SUI 60

Sail: SUI 4

Sail: SUI 2

Sail: SUI 11

Sail: US 18

Sail: US 34

Sail: US 33

Sail: US 36

Sail: US 38

Sail: USA 25

Sail: US 26

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Tore Holm International 8-Metre 1939

ATHENA (ex ILDERIM)

These details are provisional and may be amended

BROKER'S COMMENTS

The most important of Tore Holm’s designs were to the International Rule, and ATHENA ex ILDERIM might be case in point. With her stunning all-varnished hull, and designer’s signature rounded and faired to deck cabin top, she beat many of the fastest 8s in the Mediterranean immediately before the Second World War. ATHENA has regularly raced internationally on the 8-Metre circuit and has benefited from an impressive maintenance regime in her last two ownerships. And if ever there was an International 8mR you might want to cruise as well as race, ATHENA might well be the boat. Her current owners remain enthusiastic about this yacht returning to her native Sweden and are realistic in regard to price if a VAT payment becomes relevant.

OWNERS' COMMENTS

Having bought the boat in the autumn of 2006, our first racing season was 2007. In that year, we took her to the Clyde to take part in the Centennial World Cup. She later competed at World Cup regattas at Hyeres (2009), Cowes (2012), La Trinite (2014), Hanko (2017) and Cowes, again, in 2019. Fortunes varied, but with an amateur ethos in the crew we have thoroughly enjoyed sailing this beautiful boat against the best in the World. She has also taken part in the Panerai Classic series in the Solent for the last ten years.

RESTORATION/ REFIT

ATHENA has been sailing and racing pretty well continuously ever since she was built, but she has nevertheless had two major refits. The first of these was in her home country of Sweden over the period 1985-1989, and the second was shortly after arriving in the UK in 2002. Since then she has been boat-yard maintained, initially by the Metre Shed at Universal Boatyard, Hamble, and latterly by Lallows at Cowes. Both these yards have highly professional and experienced wooden boat building personnel, and she has spent every winter out of the water and under cover.

ATHENA was designed and built as ILDERIM in 1939 to 3rd International Rule for Swedish banker Marcus Wallenberg Jr at Tore Holm's Gamleby yard, Sweden. Wallenburg had been disappointed in his attempt at the 1936 Olympic title: sailing the previous ILDERIM, a politically influenced decision had found him relegated from the Gold Medal position to fourth. Wallenburg subsequently challenged the Germans and Italians for The Coppa d’Italia, the European championship for the 8-Metre class, at Genoa in 1937 and 1938, winning on the second occasion and taking the cup home to Sweden. For the 1939 defence, he commissioned this ILDERIM, again from the board and yard of Tore Holm. She too was successful and won the last challenge for the Cup before the Second World War, beating, among others, such renowned 8mRs as PINUCCIA, SIRA, and GERMANIA III. In her design, the ever innovative and competitive Holm exploited a then loophole in the rule by raising the deck height at the mast. The initial design actually had no coach house as we know it - simply an extension aft of the raised deck. But in consultation with the IYRU this radical departure from the norm was toned down to the very attractive as-built and instantly recognizable configuration. Her forward crew also find it very comfortable when heeled! Wallenberg named all his boats ILDERIM: a Turkish word which can be translated as “Thunderbolt”. He retained the name when he sold this one to one of his employees in 1945, and after the war he built other ILDERIMS. She later had a variety of names in her native Sweden including SILVERVINGEN, again ILDERIM, AMIGA and under the ownership of her last Swedish owner, Ingmar Bergman's photographer Bengt Wanselius, AMORITA. On being brought to the UK in 2002 by Avia Willment she became AMOREVITA, undergoing a major refit at Casse Tete, Hamble Point. When the present owners acquired her in 2006, it was decided to revert to a more classical name, and since the ILDERIM of 1936 had recovered that name, the new name ATHENA was chosen. This reflects the legend that ATHENA was the daughter of Zeus in Greek mythology. Zeus, who owned the Thunderbolt, gave it to his daughter to assist her in conquering the Athenians. At the Metre Regatta in the Solent in 2007, ATHENA found herself on the same racecourse as PINUCCIA for the first time since 1939, and the result was the same. She forms part of the “Neptune” group of boats within the 8mR class. The Neptune Cup is awarded annually to yachts sailing with rigging and equipment which would have been available when they were built. Ironically, she was the first boat in her class to be built with a full metal rig – in this case steel, which is now barred under the Neptune Cup rules for classic boats, which require wooden rigs. Athena has competed at World Championships in 2007, 2009, 2012, 2014, 2017 and 2019, travelling all over Europe to do so.

CONSTRUCTION

- Part composite - Carvel mahogany planking - Pitch pine garboards (1985) - Galvanised steel frames - 2 x Oak timbers between each steel pair - Sawn oak deck beams in way of mast - Stainless steel ring frame in way of mast - Composite teak on plywood deck - Mahogany covering board and king plank Note on the pitch pine garboard planks: Pitch pine has greater resistance to freezing than mahogany, a valuable characteristic in brackish Scandinavian waters.

DECK EQUIPMENT, LAYOUT AND GROUND TACKLE

FROM AFT - 2 x Bronze mooring fairleads - Ensign staff socket - Stainless steel mooring eye Pairs of throughdeck fairleads for: - Spinnaker sheets (with stainless steel sheave access panels) - Running backstays - Mainsheet horse (athwartships) - Traditional bronze rudder head - Oak tiller with tiller extension - Slatted helm seats port and starboard quarters of cockpit coaming COCKPIT - Double cockpit of large dimensions - Drains to bilge, thus good depth for the occupants - Laid teak on plywood sole - Raised mahogany coaming attractively styled - Helm and main sheet trimmer cockpit aft - Athwartships bench aft - Stainless steel helm footrest - Engine controls under side decks - Athwartships bridge deck - 2 x Lewmar self-tailing runner winches - 1 x Lewmar self-tailing mainsheet winch - Ash-cheeked mainsheet block - Wood traditional cleat - Sheet tail bags under, and under sidedecks - Bench steps port & starboard of companionway - Additional cockpit seating stored off boat DECK GEAR - All metal deck gear in bronze - Blocks are ash, or ash-faced SIDEDECKS - Bronze foresail sheet tracks and turning blocks - Bronze traditional cleats port & starboard - Bronze nun's cape fairlead port & starboard - SVJ Bronze primary winch port & starboard - Stainless steel shroud channels COACHROOF - All mahogany - SVJ Bronze spi sheet winch P & Stbd of companionway - Mahogany sliding companionway hatch - Mahogany washboards - Forward sliding skylight hatch FOREDECK - Raised camber forward of coachroof - Rolled deck edge forward - Raw teak spinnaker pole stowage chocks - Raw teak "grabrails" port and starboard - Large forward sliding mahogany forehatch with bullseye prism - Stainless steel mooring eye - Bronze mooring fairleads port & starboard - Bronze stemhead protection cap NOTE ON WINCHES Self-tailing winches are not permitted under Neptune Cup rules, so she is equipped with replacement winch heads which can be interchanged with the self-tailers. GROUND TACKLE - CQR pattern anchor to class regulations, with a suitable warp.

ACCOMMODATION AND DOMESTIC EQUIPMENT

Down 2 x steps to main cabin - Main cabin headroom > 6 ft/ 1.83m - Sideboards port & starboard with fiddles and ample stowage under - Port sideboard swerves as chart table - Electric panel, electronic instruments and VHF radio over port sideboard - Grabrails port & starboard at coachroof sides - 2 x Full length settee bunks in the main cabin - 1 x Lewmar self-tailing halyard winch and clutches on pedestal forward - Mahogany panelled bulkheads forward port and starboard - WC Compartment to port - Baby Blake marine toilet (presently stored ashore) - Small washbasin and flexible fresh-water tank fwd to port - Brass hand pump for washbasin - Theo Rye designed stainless steel stiffening structure at chain plates - Large forepeak for sail and gear stowage - V-berth forward - Spirit stove (presently stored ashore) - Stove can be used at starboard sideboard, and at cockpit table

RIG, SPARS, SAILS AND CANVASWORK

2 x Complete rigs - sails interchangeable SPRUCE with bronze fittings - To Neptune Cup requirements by Lavazza (2003) - Stainless steel wire standing rigging METAL - Rolled Duralumin - very strong for cruising - Stainless steel rod rigging SAILS Mainsails (Dacron): - One-Sails (2017) - Europe Sails (2003) - Cruising main (older) Genoas (Dacron): - No 1 Medium, Ratsey & Lapthorn (2014) - No 1 Heavy, Europe Sails (2003) - No 1 Light (c2003) - No 2 Medium, One-Sails (2017) - No 2 Heavy, Europe Sails (c2003) - No 3 Heavy "Solent Jib", Europe Sails (2003) Spinnakers: - Main downwind One-Sails (2017) - Reacher, Ratsey Lapthorn (age tbc - in good condition) - Assorted older sails COVERS - Mainsail (tan canvas) - Full boat cover (tan canvas) - Transport boat cover (padded, waterproof) - Transport mast cover

MECHANICAL, ELECTRICAL AND TANKAGE

- Custom Theo Rye designed removable propulsion - BETA 3 cyl 25 hp Diesel (access aft of companionway ladder) - Designed to be easily removable - Feathering -bladed Maxprop type propeller offset to port - Full drive train easily removable Owners' comment: "The engine drives a propeller offset to port, in an installation designed by Theo Rye and fitted in 2007. The entire engine and its systems can be removed very quickly, and the shaft and screw (feathering) can be removed with a short lift in the same length of time that it takes to wash off the bottom. Her Metre certificate is based on the “engine out” configuration, but her IRC certificate is based on “engine in.” - 1 x Marine engine battery - 1 x Marine house battery - Charging via shore power or engine - Battery voltage indicator - Diesel tank capacity > 25 litres

NAVIGATION, COMMUNICATIONS AND ELECTRONICS

Raymarine wireless instrumentation - Connected to a Simrad chart plotter - Mast and cockpit displays - Log - Depth sounder - Wind - NMEA connection - Compass - ICOM VHF

- 2 x Automatic bilge pumps - Life-ring - Throwing line - Flares and life jackets in accordance with racing and class requirements

OTHER EQUIPMENT

- Transportation mast support

These particulars have been prepared from information provided by the vendors and are intended as a general guide. The purchaser should confirm details of concern to them by survey or engineers inspection. The purchaser should also ensure that the purchase contract properly reflects their concerns and specifies details on which they wish to rely.

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1938 Custom 8MR Costaguta

8mr is a boat Model part of the manufacturer Custom, under the category of antique and classic. YachtFocus currently has 1 Custom 8mr boats for sale, including 1 used boats listed by both private sellers and professional boat dealerships.

The oldest boat listed on YachtFocus was built in 1938, and the youngest was built in 1938. The prices range from 180.000 € to 180.000 €.

Other related boats from the same Custom are: Gulet Motorsailer, custom, Houseboat, Rubberboten and 40.

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More From Forbes

Key security considerations for the marina industry and yacht owners.

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Stefan Leipold CEO of STARKinc.biz / ProsSysCo.biz / Oceans Yachting.

I'd like to share some essential knowledge for existing or new owners of yachts and service providers in the industry to keep customers and vessels safe and secure in the marina industry, which differs a little bit from a corporate environment.

The first and most essential step is vetting your crew members for criminal records, their online footprint and their work history. When you offer services in this industry, you have to understand that a multimillion-dollar yacht is not just only a moving villa on the sea; it also has a very sophisticated expensive IT infrastructure, and its owners are oftentimes public figures who value their privacy and security, both physically and in the digital world.

Over the years, I have worked with my team from Oceans Yachting on numerous projects, and I'd like to share our expertise with other leaders in the industry.

Security Basics

Contractors who work with yacht owners have the absolute obligation to protect the asset's hardware, software, information and identity with the best technology and knowledge possible. After a successful implementation project (whether a build, refit or upgrade), the entire vessel needs to be monitored and maintained due to daily exposure to ever-changing cybersecurity threats, and its access, identity and location should be kept protected at all times.

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If you have a staff of 20 or more permanently on board year-round, they need to be educated and trained on industry do's and don'ts. For example, all private work should only be performed on their own dedicated network in their off time. That way, they can't do damage to the client's network even if they are able to download a virus.

Network Considerations

In a regular cyberattack at a corporation, there might be financial or reputational damages; however, in the marina industry, the consequences can be way more severe, including jeopardizing human life in the event of a crash. For this reason, I highly recommend that commercially used vessels and private vessels have multiple networks set up—not just in the interest of complying with cyber risk guidelines from organizations like the International Maritime Organization, but also for the fundamental security of everybody on board. Every vessel should have the following networks:

1. A network that is only for communication and navigation. (Navigation systems should under no circumstances be connected to the internet; updates should be performed offline and on board.)

2. A crew network that is very limited in bandwidth and have many functions restricted, such as watching illegally obtained movies online, using Instagram, and so on. Activities like these can compromise the location and security of the owners and crew to pirates at sea or digital attackers.

3. A network just for the owners that is designed to meet the needs of the owner.

4. A dedicated network to monitor and access the entire engine system and communications.

5. Three internet lines: a shoreline for when the vessel is at the marina, a satellite line for use on the ocean and a 5G line for when the vessel is close to the coast or shore.

Work-based email and cellular lines should be controlled internally; no crew members should use personal emails or alternative sources to communicate without explicit permission.

Remaining Vigilant And Prepared

The captain and security officer of a vessel always need to be in close contact with the IT and security team, while the main staff should have limited knowledge and access to anything security-related. I can't stress the importance of security and the elevated risk a yacht's owners often face enough. This industry is a small but wealthy one, so they may be attractive to pirates at sea, kidnappers or cyberattacks for ransom.

It's important to look at all elements all the time and minimize clients' exposure (including to personal security risks). Having a small closed circle of people on board is better. There should be an area of operations established for every situation. Make sure to evaluate the risk and the level of security needed for the asset.

Get the right people for each job, because every job is different.

In most situations, for all corporations or industries, crisis response time is more valuable than money to business owners or CEOS, as a quick response can minimize damage to data, reputation and clients.

When it comes to the hardware service providers use, everything should be redundant, including battery backups, firewalls, switches, access points, servers and so on. This is because on a vessel, you cannot just go and order or buy a switch the same day if you are on the open ocean. Similarly, all equipment should be kept licensed and monitored remotely to ensure immediate responses are possible.

I hope that this article provides a view into the differences between a corporate human and IT environment and the yachting and marina industry.

Forbes Business Council is the foremost growth and networking organization for business owners and leaders. Do I qualify?

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