I love "the other guy, Hugh's former colleague" to bits but this was the better presentation. At least this time. IMO.

Thank you both for your kind comments

Thank you, that means a lot to me

That’s really kind of you to say. Much appreciated. Thanks

Berings are overbuilt. (That's not my criticism, that's a Bering boast. But it comes at a weight penalty).

The Berings are min-maxed ships which are I do not know what they are really… Strange proportions for this reason. Certainly an offer for those who want everything in a ship, but can't really have everything.

Glad you enjoyed it

To me it looks almost like a war ship but not a yacht

Looks nice and safe for my family and I.

My pleasure

It’s a kind offer but don’t hold your breath!

Thanks bro!

Thanks bro!

He said in the vid. Lighter, better strength to weight, therefore extended range. Also I think more durable and less maintenance needed in extreme weather conditions.

Are sure of those numbers?

@@guyspooner4580 It depends on the classification societies tbh. These figures are defined in the classification societies' rulebooks, which consider not just the ice class, but also other factors such as the type of ice, ship size, intended operational waters, and specific structural designs. Here, I'll summarize typical minimum hull thicknesses for various ice classes as specified by major classification societies: 1. Lloyd's Register (LR) Lloyd's Register differentiates its classes primarily into Ice Class 1A Super to 1E, with each having specific requirements based on projected ice conditions: - Ice Class 1A Super: Around 28 to 30 mm or more, for vessels intended to operate in severe multi-year ice conditions. - Ice Class 1A: Approximately 25 to 28 mm, suitable for thick annual ice. - Ice Class 1B: Generally about 22 to 25 mm, designed for medium first-year ice. - Ice Class 1C: Typically around 20 to 22 mm, for light first-year ice. - Ice Class 1D and 1E: Lesser thickness, usually not significantly reinforced beyond standard non-ice class requirements. 2. American Bureau of Shipping (ABS) ABS categorizes its ice classes from A0 to A3 for harsh conditions, and B and C for lighter conditions, with specific subdivisions indicating gradual differences: - Class A3: Typically 30 mm or more, for ships that can endure heavy ice conditions. - Class A2: About 27 to 30 mm, for moderate ice conditions. - Class A1: Roughly 25 mm, for light to medium ice conditions. - Class A0: Slightly reinforced beyond non-ice class standards. - Class B and C: Gradually decreasing from 25 mm, tailored to vessels encountering lighter ice. 3. Det Norske Veritas - Germanischer Lloyd (DNV-GL) DNV-GL uses Polar Classes from PC1 to PC7, which are particularly stringent: - Polar Class 1 (PC1): 45 mm or more for year-round operation in all ice-covered waters, including multi-year ice. - Polar Class 2 and 3 (PC2, PC3): 37 to 40 mm, for substantial multi-year ice. - Polar Class 4 to 6 (PC4-PC6): Gradually decreasing from 35 mm to 30 mm, for seasonal navigation in old ice. - Polar Class 7 (PC7): About 27 mm, designed for summer/autumn operation in first-year ice which may include old ice inclusions. 4. Russian Maritime Register of Shipping (RMRS) Russian standards are critical for Arctic navigation: - Arc7: Generally 45 mm or more, for extreme Arctic conditions. - Arc5 and Arc6: 35 to 40 mm, designed for significant ice presence. - Arc4: About 30 mm, for moderate ice conditions. - Ice3 and below: Decreasing thickness, suitable for lighter ice conditions, starting from about 25 mm. 5. Bureau Veritas (BV) Bureau Veritas uses similar notations to Lloyd’s Register: - Ice IA Super: Around 30 mm or more, for severe ice conditions. - Ice IA: Approximately 28 mm, for operations in thick annual ice. - Ice IB: About 25 mm, for medium first-year ice. - Ice IC: Typically 22 mm, for light first-year ice. I certainly wouldn’t feel comfortable with 12mm of Aluminium, considering Titanic hull was 18.75mm - 35mm of steel. Back to you!!

Sir Peter Blake's aluminium exploration yacht Seamaster spent long periods in Arctic/Antarctic conditions including semi-ice bound. If he was spending months at a time in an aluminium vessel not concerned about brittleness I feel confident I could do the same with aluminium!!! 100 foot Seamaster had 16mm aluminium hull plates overall but up to 50mm in places. I think the difference between Titanic which you mention below and the Arksen 85 is that Titanic was doing 20.5 knots, almost her full speed when she hit a 50k tonne iceberg. I suspect the Arksen crew knowing it would be in ice conditions would certainly be cruising at absolute minimum speeds knowing ice was around. I suspect at these speeds ice would not be too problematic. My beef with this Arksen 85 is its too top heavy with that top story, for days on end of a full gale and 6-8 metre seas.

Well, suspending reality for a moment and assuming zombies exist, or imagine another apocalyptic scenario. Vessels like this are extremely dependent on modern infrastructure. Fuel, specialist lubricants, spare parts, filters, supplies etc. So, while you may be able to escape for a few weeks/months, what's going to happen when supplies run out or there's a mechanical failure?

Nick still does work for us in a freelance capacity but obviously has his own channel and Jack remains a good friend too. Nothing wrong with a bit of competition - helps us all improve!

You can there are three up for sale a Berthon. This is a step up in luxury but a dashew 75 would suit my messy existence, no fear getting mud and fish guts on the deck.

That one is sold but they have another due for completion soon

I agree. Welds are sloppy as is its fit and finish. Not even in the same ballpark as fpb's as far as the quality of the metal work. But interesting design that i hope can be refined.

probably because you don't understand the purpose.

@@vorjay actually it has nothing to do with “its purpose”, it’s just plan ugly.

@@noblemanescattery okay. the form follows function. you're not disproving my point at all; you're just confirming it.

You don’t always want a pretty boat. Some places in the world (and this boat can get to all places) you definitely don’t want a high profile “fancy” yacht, Something that blends in with commercial or utility boats keeps a low profile.