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2017 Young 65 Custom Catamaran – New Photos

Posted Tuesday 3rd November 2020

Grabau International is pleased to publish newly taken photographs of the 2017 Young 65 Custom Catamaran ‘EOS’.

2017-launched carbon fibre performance bluewater catamaran, based on the greg young designed tag 60 but with full custom construction. a very special yacht.

FURTHER BROKER’S COMMENTS:

This truly exceptional German Registered catamaran was based upon the TAG 60 catamaran design by renowned New Zealand Designer Greg Young but then modified by Oliver Treutlein working in conjunction with Greg Young working to create this incredible boat over an eight-year project to the owner’s specific requirements relating to performance, seaworthiness and structural integrity. Having been launched in Germany at the end of 2017 she has been sailed to Spain where she is now lying.

Incorporating the Carbon sandwich construction with a 24m Hall Spars rotating carbon mast with a 9m carbon Park Avenue boom from which can be flown a; 150 sqm flat head main sail, self-tacking 65 sqm headsail and 32 sqm staysail (both on furlers) with an additional 150 sqm Code zero and a 175sqm gennaker (on a drum positioned on the bowsprit) (all by Doyle Sails in high performance “Stratis” material), EOS is certain to be the most amazing long distance, easily managed, luxury cruising yacht. To add to the ease of handling, she has a pair of electric winches plus additional manual ones.

She incorporates such technologies as; both natural and solar driven ventilation throughout the boat’s interior and such are the insulation qualities of her construction combined with minimising the deck hatches and having vertical cabin windows, that air conditioning is deemed to not be necessary, so minimising cost, maintenance and of course, space and weight. She has a Watertech water maker able to produce 160 litres per hour plus LED exterior and interior lighting with red courtesy lighting to protect night vision, a washing machine whilst the hot water can be generated either via an electric immersion heater or via a heat exchanger devise run from the engines.

The boat also has a tremendous entertainment system which includes; a flat screen TV mounted on a telescopic pivot enabling it to be viewed from either the cockpit or the saloon (this screen also retracts to be flat on the cabin roof), three further TVs to the sleeping cabins, a Clarion Radio/CD with Bose speakers to the saloon and cockpit, an internet antenna with a G4 router and a KVH satellite TV antenna.

EOS has twin Yanmar SD 60 diesel engines with approximately 75hp each run through sail drive gearboxes to Gori 3-bladed folding propellers. Her easily handled cruising specification also includes an electric anchor windlass with an integrated flushing device and a remote control to lift the 60kg stainless steel anchor attached to 70m of chain.

The attention to detail and weight saving includes carbon tender davits at the stern which allow for the 4.2m Highfield RIB combined with a Yamaha 25hp outboard to be easily launched and retrieved. Six layers of Coppercoat antifouling system were applied in October 2017.

An independent Surveyor who inspected EOS estimated in 2018 that the rebuild cost for the boat would be approximately EUR 2,850,000, so with just approximately 250 hours on her engines since she was launched, she surely represents an amazing opportunity to own and enjoy an incredible yacht at a very significant saving in both time and money if she was to be recreated!

Her inventory highlights are many and include:- • Twin 75hp Yanmar SD60 diesel engines on sail drives • Twin Gori 3-bladed folding propellers • Water maker • Variable draft via electrically operated asymmetrical dagger boards • Twin bowthrusters • 21x solar panels (approximately 3,000w) • Generator • Washing machine • Flat head mainsail with stackpack • 24m Hall Spars Carbon rotating mast • 9m Hall Spars Carbon Park Avenue boom • Sails by Doyle Sails all in “stratis” high performance material • Code-0 headsail • Roller furlers to headsails • Gennaker on a drum • B & G electronics • Autopilots • Apple PC at chart table • Internet antenna with G4 router • TV antenna • 4.20m RIB tender with Yamaha 25hp outboard • Electric winches • Electric anchor windlass • Cork covering to working-deck and cockpit • Double refrigerator • Double freezer • Induction hob • Combination microwave/oven • 4x flat screen TVs • Radio/CD player with Bose speakers to the cockpit & saloon • Carbon laminate marine WC’s & wash basins to the 3x heads • Coppercoat antifoul system • 6-person life raft • Removable carbon passarelle

MARINE ARCHITECT’S BACKGROUND:

Young Yacht Design founded by Greg Young – Greg Young Comes from a well-known New Zealand family of yacht designers and boat builders and has over 30 years’ experience designing and building a variety of vessels. Growing up and living on the water, Greg established his sailing skills at a young age. Greg’s uncle (Jim Young) is a well-respected designer of many of New Zealand’s most popular sail and power boats while Greg’s father (Alan Young) established one of New Zealand’s largest production boat building companies building the highly successful Formula 4000.

At the age of 19 Greg started traveling around the world gaining experience in all areas of life and following his sports of yacht racing, cruising, windsurfing, surfing and snowboarding. Skippering charter yachts in the Mediterranean was a highlight. It was here that Greg developed a strong affinity with European design and style.

After winning a Yacht design competition in 1992, Greg Started Greg Young Marine Ltd soon after to build and export the award-winning Bull 7000 all over the world and following on from that and other designs, Greg designed and built the Young 57 in 2000. This was his first multihull design and this design received acclaimed attention and led to his strong affliction with multihulls and the establishment of Young Yacht Design Ltd in 2000.

Client relationships are vital in any creative process and we thoroughly enjoy the interaction and many of our previous clients have become life-long friends and repeat customers. Greg and his associates are pushing back design boundaries with a passion to explore and design truly unique and exciting projects. Text taken from Young Yacht Design’s website

Marine Architect’s summary of EOS during the design and build process:

We were very fortunate to meet these German owner’s and design their project. One of the nicest people you would ever hope to meet is also one of the very best boat builders you would ever hope could build your design. The German workmanship and accuracy of this build is simply outstanding. The best we have ever encountered anywhere.

The design started as a progression from the TAG 60 yet evolved into a highly efficient and lighter design. 100% carbon and refined in the areas of bowsprit, cabin design and component integration. This is a state-of-the-art vessel.

This is also the first Young Yacht Design to feature a reverse or Axe bow design. The hull shape is exceptionally fast, with low rocker, high water plane, lots of balanced buoyancy forward, fine waterlines and yet it is able to be pushed very hard into waves. We expect this vessel to pitch much less than conventional designs and with its deep angled asymmetrical dagger boards, it will sail to windward and deliver to the helmsman a stunning performance….

The interior is reasonably modest yet features stunning forward views through our vertical, opening windows. The subject of much discussion with the owner, the refinement of which is still (even at this late stage) a moving target, but also shows that the design is ever evolving as we seek the best solutions for our client.

Light air performance is very important and in this respect the vessel features our trademark light air headsail configuration that sets it apart from other designs. Sailing this vessel will be a great experience and we can’t wait for it to be completed. Young Yacht Design

Young 65 Custom Catamaran – Eos – Asking Euro 1.695m VAT paid – full details here

Do you have a yacht like this to sell? Grabau International are always looking for new high quality cruising yacht listings both in the UK and internationally. For further information about our tailored brokerage services, please look here or feel free to contact us .

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The TAG 60.

Greg Young gives us the scoop on this outstanding catamaran

The TAG 60 was designed as the one of the most complete concepts yet seen on a sailing vessel this size. One of the TAG 60s primary features has been to develop a vessel that can offer the “feel and exhilaration” of a performance racing vessel, yet be able to be handled easily and safely in all situations and conditions. Performance cruising is an over used word these days. Just about every new vessel offers this statement as fact. Yet what does it really mean?

From the TAG 60 point of view, we wanted to offer a vessel that gave the helmsman great feedback and pure exhilaration at all times. A real sailor’s vessel.

The TAG 60 should be performing equally well in light airs, as well as heavy airs and indeed all points of sailing. Upwind it should track fast, point high and tack through 90 deg. Downwind it should be able to create good apparent wind and sail at low angles, accelerate in gusts and reward good set up and sailing. Sailing in flat water is one thing, sailing offshore in waves was another big consideration when considering a catamarans performance.

Here are some of the TAG 60s performance features:

-The TAG 60 has a very high bridge deck clearance of over 1.3m. This gives it a 4WD capability to glide over the worst seas and chop. Not only is this a performance attribute (by not being slowed by waves hitting the vessel) it also increase the crews comfort and most importantly “confidence” which in turn allows the crew to sail into stronger winds/waves and push the vessel harder than is normally the case with a conventional design.

-In conjunction with the high bridge deck clearance is the higher than normal freeboard. Although not immediately obvious as the TAG 60 is a very sleek vessel, the fact remains that not only did we design it with high freeboard – the wave piercing bow design features narrow waterlines and minimal forward deck area – yet it has significant (vertical) reserve buoyancy within this performance shape.

-The forward beam is a very unique design that curves upwards to produce not just a nice aesthetic, but is also designed to clear the water should the vessel sail into waves, meaning the vessel does not trip, but sails through any wave without slowing down. Again – this is a great offshore sailing feature and allows the crew to sail with confidence, even in the most severe conditions.

-Having high aspect centreboards and rudders provides the TAG 60 with a high lift/low drag solution, however the real key to pointing high and footing fast is the ability to power the vessel up and have a flexible, yet very powerful rig and sail combinations. The TAG 60 features a ORMA 60 inspired rotating carbon wing mast. The ability to rotate the mast and create a powerful mainsail shape that really comes into its own once you crack sheets even slightly. The TAG 60 features a very large light air headsail that is very long on the foot length and overlaps the mast so in winds of under 10 knots this sail powers the vessel up to hull speed very quickly and most importantly it presses the leeward bow hard creating lateral resistance and pointing ability. Once pressed the vessel is always hunting to point higher and its this sort of characteristic that you need in light airs. To balance this large headsail, is a very heavily roached and powerful mainsail that when sheeted hard and in combination with the light air headsail, will have the TAG 60 pointing high and footing fast. It’s this kind of sailing ability that makes the TAG 60 very exciting and rewarding to sail and very unlike most other sailing catamarans.

-Having a powerful rig and sail combination is just one aspect of the TAG 60s performance envelope. Looking deeper into the vessel, the TAG 60 is constructed 100% from carbon than is cooked under pressure, resulting in not only a very strong and light structure, but a vessel that is inherently very stiff and powerful. Unlike most cats this size – the TAG 60 can fly a hull and most importantly – handle these max righting moment (RM) loads with ease. That does not mean you need to fly a hull to go fast, but what it points towards is the fact that if you have a very stiff structure (that does not bend or break), It means you can apply very high loads into the structure with confidence and utilize the full power of the rig to 100% of the vessels capability. This really pushes the TAG 60 into another realm of ability that few cats reach.

From the St Francis-Capetown delivery crew:

Here are some of my some initial thoughts and impressions of the TAG60

Helm position – This is the first large Catamaran that I have sailed where you truly feel connected and part of the boat. The position gives you a perfect view of looking forward to see the oncoming sea so that you can stay in the “groove” and react to an changes. One can see straight down the outer hull and you can sail the big cat like you would a beach cat. This allows for a smoother and more responsive ride.

View of the sails – The helm position also gives you a great vantage point to view the sails. Trimming is precise with the hydraulic system.

Rudder response – The feel of the solid link steering system is direct and gives good feedback. Once again you feel as if you are part of the boat. You can truly sail the boat on feel. The instruments are there but this design allows you to feel the performance and when you are in the groove you can really experience the sailing performance.

Handling various sea states – Even when sailing into short choppy seas, the motion is comfortable with no slamming or pounding. The boat is very stiff and there is no flex in the structure. This makes the motion very comfortable as the response to the sea state is very direct. Tacking – Tacking is smooth and the boat passes through the eye of the wind easily. Even if you don’t have max speed there is little chance of stalling. The boat is really maneuverable.

Reefing and rigging sails – With the leisure furl in-boom furling mainsail it’s really simple to hoist and reef the sail. The sail is hoisted on a hydraulic winch and the in-boom furling system is also hydraulically operated so at the touch of a button you effortlessly hoist and lower the sails.

Hydraulic operations – It takes some getting used to but having the convenience of push button control allows you to manage, trim and sail the TAG60 with ease. The helmsman can make adjustments without asking anyone to help or having to relieve the helm. Physically it is obviously less demanding and this means you will constantly trim the boat as needed.

Electric propulsion – The regeneration creates 1-2 knots of boat speed loss but charging from 5-20 Amps per motor = 750 – 3000W. This is over and above what the system is using whilst sailing. You can generate more power than you can use. As you top up the batteries and maintain full charge and power usage at the time, you can then feather the props to minimize drag. At max speeds you’ll generate as much power as possible and then back off when u top off the batteries and feather the props via the variable pitch prop system and minimize drag. This way you can cross an ocean without using fuel. What a beautiful thing!!!

Cruising range = Up to you!!!! Comfort – What more do you want/need. Cruising at high speeds reaching your destination in minimal time and all the creature comforts of home – Filter coffee, movies, music, all the electronic mod cons. As well as the more mundane comforts of dishwashers, washing machines, central vacuum system, dryer, sauna (custom option), ice maker and digital control over all electrical systems.

Hi Greg, We sailed around to CT recently as you no doubt know. I heard your explanation of the bow design as far as piercing the waves goes, as opposed to hitting them, then stopping, and then hobby horsing over the top. Having done substantial time on various yachts I have always been impressed by this boats ability to absorb any choppy, unorganised, uncomfortable seas and it has stood out particularly so far, however, en route to CT, I was called for some reason just before 3 am, after which the wind started picking up more and more. It was a great opportunity to “ease” further and further into bigger & bigger seas and wind, broad reach with mostly following unorganised sea. After literally falling down a wave clocking 18.7, I took over from the auto pilot which had became quite busy at the time and was actually coping rather well but was at it’s limit, I also thought I could surf better than it.

The wave we fell off was your typical bury the bows type, but there was not even an inkling. We were doing the longest surfs ever, and very regularly, in fact we were surfing most of the time, having “a little more” sail up than necessary, this was easy. The sea became “worse” and we saw 19.6 at one stage. The bows would be completely out of the water and then straight into the next wave. It handled it beautifully. Not once did it even feel like we were pushing it, but it ate everything in front of it.

Not much water on the deck, the odd wave that hit the side created a reasonable river but otherwise it was reasonably floodless, considering the conditions. The bows were often deck level in the water as well but there was absolutely no “bow stuck in syrup “ feel to it. We got one entire hull out of the water, which most passengers were unaware I think, when we spun her around to reef in ridiculous conditions.

This only happened because that hulls supporting wave disappeared from beneath it but it was quite unique peering over the edge at the whole side of the yacht with the dagger board putting in some drying time. The bottom line is that I think the “Bow concept” is a huge success and the boats ability to stay straight through nasty seas is tops. If you saw how it handled the seas coming at us while we reefed as well, normally the lads at the mast would have been a lot wetter with the trampolines contributing to the fishing industry, but it was quite steady. This stands out the most to me.

The rudders are perfect for this boat as you really feel when you start to get over powered or the sails are out of balance, but I’d be inclined to add more leading edge back to them if we want to do more big boy speeds in what some may term ridiculous conditions.

Cheers, John Straub

Author: [email protected]

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)

Mainsail: 22m2/237 sq.ft. Jib: 11m2/118 sq.ft. Fractional reacher: 40m2/430 sq.ft. Masthead gennaker: 59m2/635 sq.ft.

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Sacred Sites and Sun-Dappled Canals: Kyoto from the Water

The Japanese city is famous for its temples and gardens, but it is laced with waterways that can offer a different, and no less enchanting, view.

By Patrick Scott

For more than a millennium, Kyoto flourished as the imperial capital of Japan. But in a seismic upheaval known as the Meiji Restoration, in which feudal shogunates gave way to a modern nation-state, the capital was moved to Tokyo in 1868. And Kyoto fell into decline.

The governor of Kyoto Prefecture looked to giant Lake Biwa to the east for a revival. Building a canal from the lake some eight miles into Kyoto would irrigate land for farms, generate hydro power for factories, and ramp up traffic of goods and people. The first canal was finished in 1890, and as a display at the Lake Biwa Canal Museum explains, “strongly led a depressed Kyoto into recovery.”

It’s a safe bet that the governor, Kunimichi Kitagaki, had no idea that 134 years later his sepia portrait would be sharing that narrative with tourists barreling through the canal’s longest tunnel in a glass-topped boat. But there he was, projected on the side of the narrow tunnel, explaining in Japanese how workers drilled shafts into the mountain so they could dig out more than one section at a time.

A small brown boat with a flat top cruises down a straight waterway with stone walls with cherry trees overhanging.

“Three, two, one!” our cruise guide, Saki Tanaka, shouted over the public address system, pointing up at the low, arched ceiling.

A curtain of cold water crashed down from one of those shafts, splashing those of us seated in the front of our open-sided 12-person Lake Biwa Canal Cruise boat.

While many people come to Kyoto to visit palaces, temples and Zen gardens, or even to stroll the streets in a rented kimono, we had come to explore the city’s abundance of rivers, canals and streams.

Our timing was unintentionally perfect. When we arrived in the second week of April, the cherry trees were peaking with glorious bursts of white and pink called sakura. And one of the best places to find a bounty of blossoms is alongside Kyoto’s rivers and canals.

We stayed on the banks of the Shirakawa River, not far from the city’s Gion district, and over five days we trekked to the northern hills to find a shrine to a water god; biked along the city’s main river, the Kamo; visited a sake brewery that uses Kyoto’s famed groundwater; serendipitously discovered a sakura cruise along one of the city’s canals; and then zoomed through the tunnels of the Lake Biwa Canal. Our goal was a deeper understanding of how water had shaped the city.

Boating through the blossoms

The stone-walled Shirakawa, next to our hotel, was not more than a foot deep and 20 feet wide, and its bed was so thoroughly studded with little stones that the entire surface crinkled, each tiny wavelet glinting in the sun. As we walked along it, an older couple ate sandwiches on a bench next to the water. Children in school uniforms crossed a little stone bridge.

After a 10-minute stroll north, the river opened onto Okazaki Park and the wider, deeper, emerald green Outou Canal, built as part of the Lake Biwa system in 1890. The sleek glass-and-granite National Museum of Modern Art, Kyoto , graced the opposite bank. Long, knobby boughs loaded with clumps of white flowers reached out and down to the canal as if striving for the reflected sun.

Kifune Shrine

Kibuneguchi Station

Kibune River

Mabashihitodo Bridge

Marutamachi

Lake Biwa Canal

Gekkeikan Ōkura

Sake Museum

Marutamachi dori

Nanzenji Boat

Okazaki Park

National Museum of

Modern Art, Kyoto

Canal Museum

Keage Boat Dock

Shinmonzen-dori

Then a boat glided into the Technicolor tableau, cruising under a red-orange bridge. We followed it to the Nanzenji boat reservoir, to a tent where they were selling tickets for the boat ride. We were in luck. The Okazaki Jikkokubune Boat Ride runs only in March and April, and it was almost fully booked on this Sunday, but they had two tickets for the 5 p.m. trip.

As we waited in a row of chairs next to the canal, petals from the cherry trees fluttered down like snowflakes on our heads. When it was our turn, the pink-smocked staff members helped 26 of us board the narrow boat and waved enthusiastically from the dock as we made a U-turn to head downstream.

There was a lot of waving going on. Almost everyone we passed on the embankment and bridges smiled and waved, and we smiled and waved back.

A stylishly dressed young couple on a day trip from Osaka sat to our left. Two sisters from Tokyo, one with a 4-year-old son, all in colorful kimonos, were on our right. The air was warm. The boat purred along. Flute music floated from the speakers. A white egret swooped over the surface.

As we neared a bridge that we could almost touch, hydraulics lowered the roof of the boat by several inches. The young couple stared out at the wavelets in the glossy jade water and the trees exploding with popcorn blossoms.

“Look at the sunlight on them,” said my wife, Susan. “They’re practically iridescent.”

Visiting the water god

Our destination on our second day was the home of the water god at the ancient Kifune Shrine, on the Kibune River, about nine miles north of the center of Kyoto and reachable by train.

The weather had turned chilly and rainy. In the distance, a green mountainside was crowned with clouds and sprinkled with white and pink cherry trees.

Our stop was Kibuneguchi Station, in the middle of the woods next to a little river. The only sounds were the whir of the departing train and the rush of tumbling water. Instead of waiting for a bus, we walked up the winding, one-lane road in the drizzle, pondering a mallard perched midstream on a rock carpeted in moss and widening our eyes at the “Watch Out for Bears” signs.

Nearly an hour later, a steady rain fell as we climbed stone steps flanked by a gantlet of vermilion lamp posts up to the shrine. The water that flows from the temple is considered sacred. Life-size statues of rearing horses next to the stone purification fountain illustrated how imperial envoys over the centuries made offerings of black horses to bring rain and white to end floods.

In the little courtyard, we followed the lead of a pair of young women who placed sheets of paper into a stone trough from which water overflowed. Invisible ink revealed fortunes — ours advised against sexual affairs — and we tied the folded paper to a grid of thin wires.

In the nearby village, restaurants lining the river, shuttered when we walked by, serve dinner in the summer on decks extending over the rushing water.

As an alternative, back in town we climbed to the fourth floor of a building near the Kamo in the popular Pontocho neighborhood to an eight-seat, spotlit bar that felt as if it had been plucked out of a film noir. The proprietor, Fujii Kouji, opened Bar Prestige in 1995, serving drinks in a white cuffed shirt and playing mostly jazz instrumentals like “Mingus at Monterey.”

Our Japanese whiskey was a good warm-up for the next day’s waterway-adjacent excursion, a sake brewery tour in the Fushimi district, south of town. On the train, we learned from a calligraphy artist, Hiroshi Ueta , on his way to Osaka, that the most renowned Kyoto water actually comes from underground.

“It’s soft water, good for making sake, tofu and tea,” he said.

Sure enough, during our Kyoto Insider Sake Experience tour in the courtyard of the Gekkeikan Okura Sake Museum , our guide, Greg West, explained that Kyoto’s water is so soft that the rice wine made with it was called “feminine sake” in past centuries.

We also learned that the rivers and canals in the district were crucial for delivering rice to the breweries, and that the Fushimi sake district in Kyoto is one of Japan’s major sake producers, with about 25 breweries. In the nearby tasting room, we sipped seven sakes with food pairings, and decided that our favorite was the soft and fruity junmai daiginjo made with iwai rice grown in Kyoto.

Biking through history

We set the fourth day aside for the Kamo River, fueling up for a bike ride along it with brunch at Padma , a vegetarian restaurant on its banks not far from the Imperial Palace.

We downloaded the kotobike bike-sharing app, found two bikes in a nearby garage (tip: for day passes, each rider needs a separate account) and pedaled north from the Marutamachi Bridge .

Kyoto is divided east and west by the Kamo, which runs a shallow and relatively short 20 miles. It has been a central artery of Kyoto’s social life for centuries. Dining over the river on platforms was depicted in block prints and poetry in the 1600s and continues today in the summer. Over the centuries the river was lined with playhouses where Noh and Kabuki were performed, and its banks were the site of public executions of criminals and samurai, according to Michitake Hisaoka, the curator of the Lake Biwa Canal Museum. “The riverbanks of the Kamo River was a place where life and death coexisted,” Mr. Hisaoka wrote in an email.

We rode north on the east bank, where two older women in big sun hats and face masks stopped to watch a young man play a trumpet. Schoolboys jogged past in cross-country uniforms. Families sat in the grass holding umbrellas over babies.

Circling black kite hawks, paddling mallards, swooping gray herons and cawing large-billed crows were our constant companions as we rode the paved path and took the fork on the right toward Mount Hiei. The low peak, about 18 miles north of the city center, happened to be the source of the Shirakawa River, which flowed by our hotel. Soon the path ended and we crossed the Mabashihitodo Bridge and came down the west side as the white sun set in a gray-blotched sky.

Cruising the Lake Biwa Canal

On the final day, after a quick round of shopping for woodblock prints on the city’s signature antiques street, Shinmonzen-dori , we caught a taxi to the Lake Biwa Canal Museum.

Boats on the canal, for decades loaded with cargo and passengers, disappeared in the 1950s as roads and rail dominated. The boats returned after 67 years when the Lake Biwa Canal Cruise began in 2018. This year it had four tourist boats running from the end of March to early June and in October and November.

Before we set off, Ms. Tanaka paused her commentary in Japanese to show me a translation on her phone. The ride through the canal’s four brick tunnels would be “fast and cold.” The longest of them, 1.5 miles, started with a pinprick of light at the end. The governor’s talking portrait seemed designed to distract us from the roaring engine, the churning water, the stinging wind.

After 10 shivering minutes, we emerged to a storybook scene of a bend in the canal — pine and maple trees on the left; cherry trees reaching out from the right, dappling the surface with sunlight and shade, an effect known as komorebi.

“The scenery is very beautiful on both sides, so please enjoy,” Ms. Tanaka’s screen said.

Lake Biwa Canal Cruise : The five-mile ride one-way from the Keage boat dock to the dock near Miidera Station , lasts an hour and 20 minutes (6,000 to 14,000 yen per person, or about $42 to $98 per person).

Okazaki Jikkokubune Boat Ride : Two boats run only in March and April. The half-hour round-trip ride starts and ends at the Nanzenji boat reservoir (2,000 yen per person). Similar boats operate in Fushimi with a season that goes into December.

Kyoto Insider Sake Experience : Daily tours, like a three-hour sake tasting and brewery tour (13,000 yen per person), start at the Gekkeikan Okura Sake Museum . More sake sampling, alone and with food pairings, follows at the tasting room a few blocks away.

Kifune Shrine : Moved to its current location in the forested hills in northern Kyoto in 1055, the shrine is dedicated to the water god Takaokami-no-kami. Take the train to Kibuneguchi Station and then ride a bus or walk the remaining 1.3 miles. Open daily May 1 to Nov. 30 from 6 a.m. to 8 p.m. Free admission.

Kamo River bike ride: Download the kotobike app for access to bicycles at docks across the city (900 yen for a six-hour pass).

Patrick Scott writes frequently for Travel. Follow him on Instagram: @patrickrobertscott .

Follow New York Times Travel on Instagram and sign up for our weekly Travel Dispatch newsletter to get expert tips on traveling smarter and inspiration for your next vacation. Dreaming up a future getaway or just armchair traveling? Check out our 52 Places to Go in 2024 .

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Luxury Catamaran: GREG YOUNG LAUNCHES HIS NEW WEBSITE
2012 Custom Greg Young 60 Catamaran for sale
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Used Greg Young 60 for Sale
Greg Young Yachts??
Used Greg Young 60 for Sale

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Greg Young
Bringing Greg's new boat home!
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통영에서 부산까지 요트로 부릉
K2 Kitefoiler in San Francisco Bay, 2013
HF 1st Beat

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