Steel The Best
By John Wooldridge
By combining hulls that have been developed from proven commercial designs with the ultimate in layout flexibility, thanks to the use of structural steel, Bering offers truly unique and extraordinary long range cruisers.
Bering currently offers two layouts for the accommodation deck of its B18. The first is a three-stateroom layout with separate crew’s quarters just forward of the engine-room bulkhead, twin guest staterooms amidships with athwartship berths, and a large master in the bow. All have private en suite head compartments with separate showers, save the crew’s quarters, which has a wet head. The alternate arrangement features two staterooms, with a master amidship that features excellent stowage, a large desk, and a large head with bathtub. There’s a guest stateroom in the bow, with an equal amount of stowage. The remainder of the space is given over to stowage large enough for extra freezers, washer and dryer, and a sizable pantry.
The flying bridge, accessed from the saloon, is massive, with the helm on the centerline amidships and a large L-shaped settee with table aft and to port. The bridgedeck has room for a large RIB and optional davit. It covers a built-in bench on the aft deck, with access on either side to the large integral swim platform. Side decks are wide and well protected by high bulwarks, and lead to a foredeck that features a large bench seat and a raised anchoring platform. The saloon and raised galley are spacious by any measurement, and the pilothouse offers two doors to the side decks and side gates nearby.
Designed for extended voyages in the open ocean, Bering trawlers are made of steel because they believe that it provides the strongest ratio of benefits to drawbacks of any of the available shipbuilding materials. “Steel provides the strength, durability, fire resistance, ease of maintenance and repair, and abrasion resistance that makes it the natural choice for a serious offshore vessel,” says Alexi Mikhailov, Bering’s founder.
The hull and superstructure are fabricated from A-36 marine steel, with 8-millimeter-thick plates for the bottom and integrated tanks, 6-millimeter-thick hull sides, and 5-millimeter-thick superstructure panels. There are four watertight bulkheads, all of which are acoustically and thermally insulated with fire-resistant composite insulation. Integral water tanks are painted inside with enamel appropriate for potable water. The engine-room walls and overhead are lined with 4-inch thick composite insulation and perforated aluminum panels. The flying bridge is a resin-infused fiberglass part, featuring three initial layers of vinylester resin for durability. Fairing of the outer surfaces above the waterline is megayacht quality, finished with Alexseal.
The first B18, shown, has twin 225-horsepower Cummins QSB5.9s and a ZF-220 transmission with a 2.5:1 ratio. Subsequent boats will be equipped with twin Cummins QSB6.s or optional John Deere 6068AEM75 diesels. According to the owner, the B18 is “extremely maneuverable because of its two 11-square-foot rudders. It can turn a complete circle in only two boat lengths.”
He went on to say that the B18 felt “very steady underway and had an almost slow-motion feel in all kinds of waves—a predictable and gentle ride.” He elected to install a Seakeeper gyro-stabilization system for optimal roll dampening, and electric bow and stern thrusters with proportional controls, integrated with a Yacht Controller remote. His description of sound levels in the pilothouse was “absolutely quiet—the only way to detect that the engine was running was to check the SmartCraft display.”
Bering, JW Yachts, 954-894-8844; www.beringyachts.com
: 180,000 lb.
: 2,300 gal.
: 1,000 gal.
: 2/225-hp Cummins QSB5.9
: 2/223-hp John Deere 6068AFM75
: ZF 63
Teak-planked decks ($54,000); Steelhead double-action davit with remote ($30,500); Glendenning CableMaster ($3,500); electrically heated soles in three of the heads ($4,600).
Air temperature: 91°F; seas: 1'; Load: full fuel and water, four persons aboard. Speeds are two-way averages measured by onboard GPS. Predicted range numbers at cruise speeds are based on actual fuel burn as shown by Cummins instrumentation, and reflect 90% of advertised fuel capacity.