ostar yacht

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OSTAR yacht NOT for charter*

52m  /  170'7 | feadship | 1998.

Owner & Guests

• Previous Yacht

Special Features:

• Impressive 5,758nm range
• Lloyds Register ✠ 100A1 SSC YACHT, MONO, G6 ✠ LMC classification
• Interior design from Winch Design
• Sleeps 11 overnight

The 52m/170'7" motor yacht 'Ostar' (ex. Solemates) was built by Feadship in the Netherlands at their Aalsmeer shipyard. Her interior is styled by British designer design house Winch Design and she was completed in 1998. This luxury vessel's exterior design is the work of Winch Design.

Guest Accommodation

Ostar has been designed to comfortably accommodate up to 11 guests in 5 suites.

Range & Performance

Ostar is built with a steel hull and aluminium superstructure, with teak decks. Powered by twin diesel Caterpillar (3516 B-DI-TA) 1,875hp engines, she comfortably cruises at 13 knots, reaches a maximum speed of 16 knots with a range of up to 5,758 nautical miles from her 98,746 litre fuel tanks. Her water tanks store around 30,000 Litres of fresh water. She was built to Lloyds Register ✠ 100A1 SSC YACHT, MONO, G6 ✠ LMC classification society rules.

*Charter Ostar Motor Yacht

Motor yacht Ostar is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Ostar Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Ostar Photos

NOTE to U.S. Customs & Border Protection

Specification

M/Y Ostar

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Motor Yacht

Ostar is a custom motor yacht launched in 1998 by Feadship in Aalsmeer, Netherlands.

Based in the Netherlands and with roots dating back to 1849, Feadship is recognised as the world leader in the field of pure custom superyachts.

Ostar measures 52.00 metres in length, with a max draft of 3.10 metres and a beam of 10.20 metres. She has a gross tonnage of 737 tonnes. She has a deck material of teak.

Ostar has a steel hull with an aluminium superstructure.

Winch Design is an award-winning design studio, established in 1986 as a specialist exterior and interior yacht designer, by Andrew Winch and his wife Jane.

Ostar also features naval architecture by De Voogt Naval Architects.

Performance and Capabilities

Ostar has a top speed of 16.60 knots and a cruising speed of 13.00 knots. She is powered by a twin screw propulsion system.

Ostar has a fuel capacity of 98,746 litres, and a water capacity of 30,000 litres.

She also has a range of 5,000 nautical miles.

Accommodation

Ostar accommodates up to 11 guests in 5 cabins. She also houses room for up to 11 crew members.

Other Specifications

Ostar is MCA compliant, her hull NB is 657.

Ostar is a LR class yacht. She flies the flag of the Cayman Islands.

• Yacht Builder Feadship View profile
• Naval Architect De Voogt Naval Architects No profile available
• Exterior Designer Winch Design View profile
• Interior Designer Winch Design View profile

Yacht Specs

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OSTAR is a 52.0 m Motor Yacht, built in Netherlands by Feadship and delivered in 1999.

Her top speed is 16.5 kn, her cruising speed is 15.5 kn, and she boasts a maximum cruising range of 5000.0 nm at 13.0 kn, with power coming from two Caterpillar diesel engines. She can accommodate up to 11 guests in 5 staterooms, with 12 crew members. She has a gross tonnage of 737.0 GT and a 9.8 m beam.

She was designed by Winch Design , who has designed 23 other superyachts in the BOAT Pro database.

The naval architecture was developed by Feadship De Voogt Naval Architects , who has architected 102 other superyachts in the BOAT Pro database, and the interior of the yacht was designed by Winch Design (74 other superyacht interiors designed) and Judith Ross - she is built with a Teak deck, a Steel hull, and Aluminium superstructure.

OSTAR is in the top 10% by LOA in the world. She is one of 180 motor yachts in the 50-55m size range, and, compared to similarly sized motor yachts, her cruising speed is 1.38 kn above the average, and her volume 109.86 GT above the average.

OSTAR is currently sailing under the Cayman Islands flag, the 2nd most popular flag state for superyachts with a total of 1367 yachts registered. She has recently entered the superyacht marina Marina de la Paz, in Mexico. For more information regarding OSTAR's movements, find out more about BOAT Pro AIS .

Specifications

• Name: OSTAR
• Previous Names: SOLEMATES
• Yacht Type: Motor Yacht
• Builder: Feadship
• Naval Architect: Feadship De Voogt Naval Architects
• Exterior Designer: Winch Design
• Interior Designer: Judith Ross , Winch Design

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Original Single-handed Transatlantic Race – OSTAR

5 th may 2024.

• Competitors

The RWYC 2024 Offshore/Oceanic Season is Launched

 2024 is another very busy year once again in the RWYC offshore/ oceanic calendar. Sunday 5th May 2024 sees the 17th edition of the famous OSTAR race along with the 7th edition of the TWOSTAR race. T...

Race Details

Sunday 5 th May 2024

Race Director Sailing Secretary

Social Media

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Entry & Payment

Race documents.

Race documents will be posted here soon

Notice of Race 2024

Amendment 1 OSTAR TWOSTAR

OSTAR24_Entry_Form

Please find below to a video which covers the whole race:

https://youtu.be/4dtx4lg7t58

And the WeTransfer link :

https://we.tl/t-atg37RBNmT

The Royal Western Yacht Club of England will run its major transatlantic races, the Original Single-handed Transatlantic Race ( OSTAR ) and the Two-handed Transatlantic Race ( TWOSTAR) , again in 2024.

[email protected] 01752 660077

Next Event Begins In…

Are you up to the challenge of racing, single-handed or double-handed 3000 miles across the north atlantic.

The first trans-Atlantic race, conceived in 1960 by ‘cockleshell hero’ Blondie Hasler and organised by the RWYC, sailed from Plymouth to New York and was won by the intrepid yachtsman Sir Francis Chichester. It was an instant success and despite strong opposition from the sailing establishment saw the birth of singlehanded racing throughout the world. Since then the RWYC has run the OSTAR (the Original Singlehanded TransAtlantic Race) every four years from Plymouth to Newport. It was later joined by a sister event, the Twohanded TransAtlantic Race (which quickly became known as the TWOSTAR), when the demand grew for a twohanded race.

The OSTAR and TWOSTAR have been the proving ground for many internationally famous yachtsmen and women but the races have always remained true to Hasler’s vision – a Corinthian event in which seamanship and the development of new techniques and equipment are paramount. A race against the ocean as much as against other boats.  The races are open to all: aspiring sponsored professionals in their highly tuned machines out to break records, family skippers in cruisers/racers intending to complete the Everest of sailing, and the ‘more experienced’ skippers in their blue-water boats just to get there again (preferably ahead of their rivals).  The races themselves also promise to be exciting, though hopefully not quite as exciting as the 2017 event. A traditionally warm welcome awaits the finishers at the Newport Yacht Club.

The RWYC welcomes applications for entry to the 2024 OSTAR and TWOSTAR.

OSTAR Event Partner Offers

Invitation for 2 to the Commodores Reception to meet the skippers at RWYC Plymouth

Banner / flag in race village (supplied by the company)

Listed on the event website and Facebook page

Social media coverage on event Facebook page

Invitation for 2 to go afloat to watch the start in Plymouth Sound from a spectator vessel

Invitation for 2 to attend the Half Crown Club party at the National Marine Aquarium – Reef

Invitation for 2 to attend the Awards ceremony

Race Tracking

Ostar background.

The Single-handed Transatlantic Race was devised by ‘Blondie’ Hasler in 1957 as a sporting event to encourage the development of equipment and techniques for shorthanded oceanic sailing that would benefit the wider sailing community.  The course, across the North Atlantic against the prevailing winds and currents, sets a significant test of seamanship.

The first race was run in 1960 after Hasler had finally obtained sponsorship from the Observer Newspaper and interested the Royal Western Yacht Club in organising the event which became known as the OSTAR.  Five competitors started and remarkably five finished!  The race was won by Francis Chichester in  Gipsy Moth III , the largest boat in the fleet at 40 feet.

The second race in 1964 attracted 15 starters and was won by Eric Tabarly in the 44ft  Pen Duick II . For his achievement he was awarded the Légion d’Honneur by President de Gaulle. France’s love affair with short-handed oceanic racing and the OSTAR (or Transat Anglaise) was established.

By 1976 the number of competitors had grown to 125 and the largest boat was Alain Colas’ 236ft  Club Mediterranée . The growth of the race attracted the disapproval of the “establishment” and the RWYC came under pressure to restrict both boat size and the number of boats in the fleet.

But with the popularity of the race ever growing, the 1980 race had over twice as many applicants as could be accepted.  The decision was made in 1978 to run a second race to accommodate the overflow.  However, as a further gesture to the critics (as well as satisfying a demand from further competitors), this race would be for boats sailed by a crew of two – the Two-handed Transatlantic Race or TWOSTAR – raced in 1981.

The OSTAR continued to grow in popularity particularly with the ‘professional’ 50 and 60 ft boat skippers for whom the OSTAR was a points-scoring event on their racing calendar and a qualifier for the round-the-world events. While winning was essential for the heavily sponsored skippers, the less ‘professional’ participants entered for the challenge of crossing the North Atlantic often competing in small family cruisers.

By 2000 the ‘Grand Prix’ boats made up half the fleet and their accompanying media circus dominated the race, little attention was paid to the smaller less- (or un-) sponsored boats. The Club took the decision to split the race and have a commercially-run ‘Grand Prix’ event for the large classes while continuing ownership of, and the running, of the classic or ‘Corinthian’ OSTAR.

The return of the OSTAR (the O standing for Original) to the Corinthian ideals of Blondie Hasler was welcome and many experienced OSTAR skippers entered the 2005 edition. The race continued successfully, without a break, to the present.

The Club’s original transatlantic shorthanded races, the OSTAR and TWOSTAR, raised the interest in shorthanded sailing in France and worldwide. There have been many copies, transatlantic and round-the-world, but most have come and gone and the remainder are commercially run events. The OSTAR remains a unique Corinthian race against the prevailing winds and currents of the North Atlantic that is open to all, amateur and professional, and run by a Yacht Club.

The sixteenth OSTAR will now be sailed in conjunction with the seventh TWOSTAR celebrating 60 years of shorthanded oceanic racing at the Royal Western Yacht Club and the 60th anniversary of the start of it all – the first and Original Singlehanded Transatlantic Race.

For the history of the race please visit  OSTAR History

Event Partners

OSTAR Feadship

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If you have any questions about the OSTAR information page below please contact us .

A Summary of Motor Yacht OSTAR

The substantial luxury yacht OSTAR is a motor yacht. This 52 m (171 ft) luxury yacht was built at The Feadship De Vries Shipyard in 1998. OSTAR used to be named Solemates. Superyacht OSTAR is a stately yacht that can accommodate as many as 10 people on board and has approximately 11 crew. Completed by 1998 her interior decoration proffers the realisations which are originating from Andrew Winch / Judith Ross and the owner who commissioned the yacht.

The Feadship Motor Yacht OSTAR was built in 1998 and offers comfortable accommodation for 10 guests in one owners suite, three double cabins and one twin cabin. Her interior was the creation of Andrew Winch Designs.

The Construction & Designing with respect to Luxury Yacht OSTAR

The yacht's general design work came from De Voogt Naval Architects. The professional naval architect intellectual property are a creation of De Voogt Naval Architects. Motor Yacht OSTAR received her elegant interior designing from the interior design skills of Andrew Winch / Judith Ross. Built by The Feadship De Vries Shipyard the vessel was fabricated in the known yacht building country the Netherlands. She was successfully launched in Aalsmeer in 1998 before being handed over to the owner. Her main hull was constructed with steel. The motor yacht main superstructure is fabricated mostly with aluminium. With a width of 9.81 metres or 32.2 feet OSTAR has spacious room. A fairly deep draught of 3.11m (10.2ft) affects the list of overall ports she can enter into, depending on their specific depth.

M/Y OSTAR Engineering & Speeds:

This yacht is powered with twin proven CATERPILLAR diesel engine(s) and can accelerate to a comparatively good maximum continuous speed of 16 knots. The main engine of the ship generates 1700 horse power (or 1251 kilowatts). Her total HP is 3400 HP and her total Kilowatts are 2502. Connected to her Caterpillar engine(s) are twin screw propellers. As for the yacht’s stabalisers she uses Vosper. This yacht’s efficient cruising speed is 13 knots which enables a range of 5000.

Superyacht OSTAR Has The Following Accommodation:

The substantial luxury yacht M/Y OSTAR is able to sleep a total of 10 passengers and has 11 crew.

A List of the Specifications of the OSTAR:

Miscellaneous yacht details.

On October 2009 OSTAR went to Coronado, in United States. OSTAR has traveled the area near San Diego County during the month of October 2009. The yacht was built with Heinen & Hopman air-con. She has a teak deck.

OSTAR Disclaimer:

The luxury yacht OSTAR displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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Yachting Monthly

• Digital edition

OSTAR: 60 and still going strong

• Katy Stickland
• May 10, 2022

Blondie Hasler's biographer Ewen Southby-Tailyour looks at the origin of the Corinthian race and its enduring legacy

Blondie Hasler at the start of the 1964 OSTAR, which was the first race to finish in Newport, Rhode Island, rather than New York. Credit: Ewen Southby-Tailyour

No one, probably not even ‘Blondie’, could have guessed that ‘Hasler’s wonderful idea’, conceived in 1956, would still be going strong in 2022 – over 60 years after the first Observer Single-Handed Trans-Atlantic Race (OSTAR) first took place.

During the intervening years the OSTAR has been through a number of iterations and titles and a few ups and downs, yet it continues to flourish.

OSTAR 2022 start and course

A special 60th anniversary edition of the OSTAR has been on the cards for a long time now, though as with many other sporting events across the world in recent years it has been postponed on several occasions due to Covid 19 first in 2020 then again in 2021.

Rear Commodore Oceanic and Race Director, Adrian Gray, explained when the even needed to be postponed again late in the day in 2021 that: “Covid-19 rules for entering both the UK and USA have led to a last-minute reduction of entries due to them being unable to comply with these measures. This in turn has made the running of OSTAR and TWOSTAR physically and financially unviable for 2021. Therefore, we have no alternative but to postpone the running of the 60th anniversary race again, now to a new date of May 15th, 2022.”

The OSTAR starts from Plymouth and ends at Newport. Credit: Paul Gibbins

But not all those set to enter were deterred and following the postponement, a small group of determined solo and double-handed skippers set off on their own challenge, the NOSTAR transatlantic.

At the time of writing 15 sailors were signed up for this year’s OSTAR. You can keep track of entries via the Royal Western Yacht Club’s website .

The 2022 edition of the OSTAR will start at 12:00 BST from Plymouth, UK

The course is from a start line in Plymouth Sound to the finish line in Narragansett Sound, Newport Rhode Island. True to the history of the event there are very few limitations in terms of the OSTAR course, with the only instructions to racers stating that they must ‘leave Plymouth Breakwater to port, Eddystone Lighthouse and outlaying rocks and Nantucket Island to starboard.’

The history of the OSTAR

In 1951 Blondie Hasler developed an ‘intensifying’ desire to design a ‘radical cruising boat’ that would, in his own words, ‘be my servant and not my master’.

Eventually the junk-rigged Jester – ‘because she is such a bloody joke’ – with her self-steering gear and central, enclosed steering position to which all lines led and from which the skipper need not move, was built to ride out a storm, if not in comfort then at least in safety.

A serious consideration was that she would need to keep a girlfriend keen in the early, impressionable stages of a romance, by not having to fight sodden canvas at 40° angle of heel in seven-eights of a gale.

In September 1957 the second of Hasler’s ‘inventions’ that was to change the face of short-handed ocean sailing was also taking shape.

The trim tab fitted to the trailing edge of rudders was not new but he had to start somewhere in his quest to transfer power from the water-flow to the tiller, and so the Hasler pendulum-servo vane gear was born.

To understand the gestation of the event that transformed many of the world’s offshore racing calendars, it is necessary to return to 25 November 1956, when an article in The Observer , describing how two retired Royal Navy officers had recently crossed the Atlantic single-handed, caught Hasler’s eye.

The seamanship of the 2017 OSTAR skippers was certainly tested when an Atlantic storm saw the loss of two yachts from the singlehanded fleet, although the skippers – Mervyn Wheatley and Michelle Zambelli – were successfully rescued. Credit: Paul Gibbons

Hasler knew that there had been a single-handed transatlantic race in 1891, albeit from west to east, but these latest crossings sparked an idea.

So, on 11 January 1957, anxious to prove and advertise his two ‘inventions’ in a contest, Hasler wrote to his friend, David Astor of The Observer: ‘I have been brooding for some time on… organising a transatlantic race for single-handed sailing boats… Is there any hope that The Observer would like to sponsor it?’

Astor’s reply was not encouraging; ‘I rather think that my Managing Director will be against it,’ he wrote back.

Undaunted Hasler turned to New York’s Slocum Society: ‘By all means send us the proposed organisation of the race… the prospect is most exciting,’ was the reply.

Thus began an exchange of conflicting ideas. For instance, the use of radio transmitters would be allowed, the race would stage via the Azores and engines were, in Hasler’s words, almost mandatory.

Referring to radios, he commented: ‘I would be happy to drown with dignity for I dread the idea of ships having to conduct rescue operations.’

Changing tide

Meanwhile a new team was gathering in The Observer led by its sports editor, Christopher Brasher, who held the same opinion as Hasler concerning nautical nannies.

With Brasher’s persuasion the managing director now agreed to ‘help’ but, anxious not to have its name associated with the race for fear of ridicule, he decided to call it the Atlantic single-handed yacht race.

Later, following the early successes, he agreed to ‘sponsor’ it while changing its name to the Observer Single-handed Transatlantic Race, or OSTAR. The paper’s involvement would last until 1986.

David Lewis and Val Howells, having heard of Hasler’s ‘amazing idea’, expressed firm intentions so, without yet a backer, the three determined to start themselves and take their own finishing times.

Who, they argued, needed a sponsor or yacht club? The myth of them each putting a half crown into a ‘purse’ is just that – a myth generated, post facto, by Francis Chichester.

Blondie Hasler designed Jester to be a ‘radical cruising boat’, with self-steering gear and a central, enclosed steering position. Credit: Ewen Southby-Tailyour

Eventually Chichester, too, declared an interest and, fortuitously, took on much of the correspondence from his London office. Finally, Jean Lacombe made up the fifth of the original starters.

Further good news came with the Royal Western Yacht Club’s agreement to handle the start under the leadership of their Rear-Commodore, Jack Odling-Smee, who, too, shared a similar outlook on life and the nannies of the cotton wool society that try to dominate it.

Having graciously stood down, the Slocum Society offered to oversee arrangements at New York.

The first four started from Plymouth on 11 June 1960 with Lacombe following three days later. All five yachts, four of whom were 25ft or under, reached New York in good order: a 100% record that still stands.

Just as interesting is that among the 15 starters in the 1964 OSTAR all five ‘originals’ again finished – this time at Newport, Rhode Island. Hasler was to predict that a higher percentage of under 30-footers would always finish, compared to a similar percentage of larger vessels.

Although multihulls had been accepted by Hasler for the first race none took part but during the second OSTAR multi-hulls successfully completed the course: two catamarans and one trimaran.

With success now proven, the OSTAR began to attract big money, big names and, inevitably, big egos. Indeed, so popular was it that by 1968 Hasler worried that the race’s success contained the seeds of its own death with excessive competitiveness being one of the reasons.

Yachts of 128ft in 1972 and 236ft in 1976 (with a 125 entry list) did not help the image. Fearing a demise, he planned a scaled-down Series Two race that, if necessary, would begin in 1980.

By the ’70s it was also feared that the French, upset at the fluctuating length and number of restrictions, would take over the OSTAR. They didn’t but instead introduced their own Route de Rhum in 1978.

Mervyn Wheatley preparing his Formosa 42, Tamarind ahead of the start of the 2017 OSTAR. He was forced to abandon the yacht after it was rolled in a 70-knot storm. He was rescued by the Queen Mary 2 luxury liner. Credit: Paul Gibbons

There is no doubt that following Eric Tabarly’s popular win in 1964 (no one was more pleased than Hasler) France had found a new ‘national sport’ and, hence, new heroes. With this French interest came a proliferation of single handed trans-oceanic contests that continue to this day.

The OSTAR also gave Chichester the impetus to circumnavigate the globe in 1966 and that, too, led to yet more ‘global’ races.

Little ships shunned

The Royal Western Yacht Club (RWYC), equally concerned that the OSTAR was unmanageable, swamped by professional organisations, wisely hived off this element to Offshore Challenges in 2005, which is now The Transat.

It then reverted to running a Corinthian event with an upper size limit at 60ft and a lower limit of 27ft. This was primarily because of evolving international stability requirements, which made compliance for smaller vessels difficult.

Thus perfectly seaworthy yachts became excluded from a race that has at its very heart the 25ft Jester herself.

Perhaps, though, owners of these vessels are not so troubled at being forced out, when they know that £2,000, which increases with boat size, is required just to enter: over double what Jester cost!

This nautical-nannying (emphatically not of the Royal Western Yacht Club’s making) is a nonsense and surprises skippers of, for example, Twisters, Contessa 26s and even the diminutive Corribbee 21s who were, quite suddenly, disenfranchised.

Experienced yachtsman know that safety at sea is a complicated matrix of human and physical facts rather than just size.

The only arbiter of safety at sea is the sea itself, wrote Hasler, and ‘not a health and safety-orientated committee of nannies with slide-rules and copious regulations’.

Although the familiar – iconic – acronym, OSTAR, remains the same the full, RWYC title has been subtly altered by replacing Observer with Original.

Nevertheless, the ‘new’ OSTAR enjoys well-deserved and continued success and for that Hasler would, surely, be relieved.

But – a significant ‘but’ – he would not have approved of the word ‘original’ to describe ‘his’ trans-Atlantic race that bars four out of the five ‘originals’ from taking part.

Happily, the half crown club also flourishes– despite having been founded on a Chichester-generated myth!

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Yachting World

• Digital Edition

OSTAR 2017: David Southwood recounts an exceptionally brutal Atlantic storm

• Tom Cunliffe
• June 4, 2020

On a solo race across the North Atlantic, British skipper David Southwood meets hurricane force winds

Only seven of 21 starters completed the 2017 OSTAR

Competitors in the 2017 Original Single-handed Transatlantic Race ( OSTAR ) experienced the worst conditions since the race was initiated in 1960 in the era of Blondie Hasler and Francis Chichester. This race is run in the true Corinthian spirit of the original event, with private yachtsmen sailing their own boats.

Several contestants, including Mervyn Wheatley of the Royal Cruising Club (RCC), had competed in previous OSTARs or TWOSTARs and most were otherwise experienced in short-handed ocean racing. During two desperate nights in mid-Atlantic, the fleet was so torn apart by hurricane-force wind and huge seas that only seven of 21 starters made it to Newport, Rhode Island.

The notably modest extract below is taken from the RCC journal for 2017, Roving Commissions . David Southwood, a member, describes how he coped in his Warrior 40, Summerbird , as things went literally from bad, to worse, then to simply awful. David, who started sailing aged eight in Gosport Creek, went on to serve in the Army before becoming a Lloyd’s broker.

The self-discipline and capacity for making tough choices in grim circumstances learned in the armed forces are an example to us all. One can only say, as we join him in mid-Atlantic, that we British are fortunate to have men like him on our side.

Extract from Roving Commissions 58

The first problem occurred when I rather clumsily reefed the main resulting in a D-ring supporting the starboard lazyjack parting from underneath the spreader. With string and mainsail all over the deck the solution was to swing a spinnaker halyard around the outside of the spreader to hoist the lazyjack again. This sounds easy but not in a heavy sea. The lazyjack got caught on everything and the halyard got in a wrap, but at long last the problem was solved.

I had decided to use a large genoa for the race, because in the Azores and Back Race in 2015 I felt under-canvassed with the smaller one. The idle sheet rested on top of the staysail furler drum. However, in heavy seas it jumped up and down as the genoa shook. I was down below when I heard a loud flapping noise. I came on deck to find the lower part of the staysail flying free because the genoa sheet had caught the staysail snap shackle, thereby opening it.

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Having dealt with the shackle I sat on deck to re-hoist the sail, pulling the halyard with one hand and feeding the tape into the groove with the other. However, the cord at the bottom of the sail had parted. My remedy was to furl the sail with a couple of turns.

All was well for a few hours until there was a loud crack as the T-bolt at the head of the stay sheared. The sail remained held up by only its halyard, but was of no use. I furled it by hand and tied it off. This meant I was reduced to just a large, reefed genoa and two or three reefs in the main in quite lively winds.

Summerbird bashed into the headwinds still achieving 7 knots of speed. Four of us including my friend Mervyn Wheatley in Tamarind were roughly abreast, vying for 1st place in our class. The rest trailed behind. Summerbird doesn’t have internet comms, so I only knew this because of a very short 0800 daily satellite telephone call with Jill back at our house.

David Southwood’s Warrior 40 Summerbird braved fierce storms during the 2017 OSTAR

On the morning of 8 June my position was 49°N 30’W. Jill said: “I’d remain well reefed if I was you, something nasty is coming your way.” I did, but wondered why, as the day passed without too much problem. In the dog watches the wind suddenly increased, winding up to 58 knots about 1800.

I reefed the genoa to handkerchief size with three reefs in the main. I put the washboards in and controlled the vane with a continuous line from inside the hatch. Eventually, I set the vane at 90° to our track with it lowered on its axis. I lashed the wheel to assist, so that the rudder and the Hydrovane rudder worked in unison. Summerbird lay hove to just off the wind.

When dawn came, the wind eased. I decided to press on thinking the storm had passed. Sadly, I was mistaken, as we were in the eye. The storm was a convergence of two systems with a central pressure of 964mb (15mb below the 1979 Fastnet Race ) and waves of 10-15m. Rogue waves would have been much higher.

The 2017 OSTAR fleet negotiated a huge storm

On the evening of 9 June the wind wound up again. I recorded 59 knots, but found out later that Raymarine instruments only read up to 60 knots. Harmonii , a Najad 490, recorded 72 knots before his masthead unit blew off. Summerbird ’s was also lost that night. The new wind generator gave up as it had spun itself to death. Not being one for too much innovation I adopted the same tactics as the previous night. We lay hove-to and I went below.

Feeling a bit more confident about Summerbird ’s ability to withstand the pounding I heated a tin of ravioli, had two glasses of red wine, turned in and went to sleep. At 0220 BST I heard “ Summerbird , Summerbird ”. It was a Canadian Air Force Hercules on VHF. Tamarind was in distress 100 miles south of me. Could I go to Mervyn’s assistance?

I explained that he was a very good friend, but being hove-to in excess of 60 knots I was in no state to sail towards him. The reply came back; “Well, we don’t want any more casualties.” I didn’t know that the Canadians were dealing with four of our racing fleet in distress.

Royal rescue

At about 0900 I heard a call from a Canadian aircraft to a ship thanking it for going to Tamarind ’s assistance and that apparently Mervyn was in good shape. Later Jill told me he had been picked up by the Queen Mary 2 .

During the morning the storm passed and I set sail once more. I had not used my lifejacket and thought I had better keep it handy. I reviewed the contents of the grab bag in case I was also picked up by a ship. All went well for a day or so, except the confused sea was wild. Jill told me afterwards that the congregation of the churches of Newton Ferrers and Noss Mayo prayed for me in peril on the sea during the Sunday services.

We were heading west and I was below contemplating where to cross the Grand Banks when there was another loud sound of flogging sail and I emerged on deck to find the big genoa totally unfurled as the reefing line had parted. A large sail flapping around in a heavy sea is frightening, with the leaping sheets particularly dangerous.

If I lowered the genoa, I knew that I could never get it up again on my own as I had done with the staysail. I just had to fix the reefing line. I tried knotting the two ends but the line parted again. I went below to dig out another line.

Normally one winds in the line with the sail off by turning the drum. Obviously this was not possible. Having attached one end to the drum I had to pass the entire line around inside the drum some 15-20 times, immersed in crashing waves as the bow plunged. This took patience, but eventually the job was done. Returning to the cockpit I furled the genoa and on we went. Two hours later the sail unfurled again and I repeated the procedure.

The third time it happened I realised that I had to lower the sail. This I did bit by bit, trying to lash it to the guardrail. Inevitably a large part of the sail went over the side and under the hull. I was pleased that my three workouts per week during the previous two years were for a good purpose.

Hydrovane self steering found the wind from astern ‘challenging’

It took ages to haul up the sail inch by inch and eventually to secure it as best I could. I laughed to myself as I sat on the deck with only my sea boot heels on the toe rail, thinking that at least I was in the right position for a sea burial if I slipped under the guardrail.

There was nothing for it but to get the storm jib out. It had strops to fit round a furled headsail, not as I now had, a bare forestay. The strops had small eyes to place in carabiners. Bouncing up and down at the pulpit it was a bit like playing ‘It’s a Knockout’ to attach them all.

On hoisting the sail, I found one strop had been missed, so had to lower it again. Once up it looked good and did the job. Then I heard a weird noise coming from up forward. This turned out to be the windlass motor at full spate within the anchor locker. It had malfunctioned. The solution was to flick the battery switch to off. I wasn’t planning to anchor in mid Atlantic anyway.

Summerbird ’s stem plate tore away, allowing water into the anchor locker

Unseen damage

What I did not discover until reaching port was that the stainless steel stem plate had snapped in half. The stem opened up like a shark’s mouth allowing considerable seawater ingress into the anchor locker. Worse still, the lower end of the forestay was virtually swinging in the breeze. Also unknown to me at this time was that the forward lower shrouds were 50% gone.

I went below for a large, well-earned G&T and decided to write an appreciation and plan, as I had been taught in the Army. The process led to me conclude that my mission should change from attempting to reach Newport, Rhode Island, to survival. Trying to sail another 1,500 miles with just a storm jib as a headsail would be silly.

It would be slow and I would arrive too late to avoid the hurricane season for the return trip. My best option was to turn south out of these dreadful weather conditions towards the Azores. I knew repair facilities were available at Horta, so that became my preferred port of refuge. Bearing in mind the stem plate problem this was just as well, because Summerbird would almost certainly have been in distress later had we carried on.

Roving Commissions 58 Royal Cruising Club Journal 2017 is available from rcc.org.uk, RRP: £17.99

The confused sea produced large waves from all directions. Each time the boat hit one we stopped dead, barely picking up any speed before the next one. In the first few days of the 710-mile passage we made good only 1-2 knots. One by one the strops on the storm jib parted and I replaced them.

In the end I gave up, with the sail just attached at head and tack with one or two strops. The mainsail slammed around even though a preventer was fitted. The gas strut in the rigid kicker went. A metal mainsheet block D-ring on the cabin top broke so I had to arrange a jury rig system to attach the mainsheet to the toe rail.

Jill had told Falmouth Coastguard of my predicament and I was required to telephone the Canadian Coastguard in Halifax each day on the Iridium. Eventually we crossed 45°N. The Canadians passed me on to the Portuguese and the weather calmed a bit. The sea state lessened. The wind went north, astern; that was good in one way, but the Hydrovane found it more challenging. I resorted to the Autohelm, but this failed.

Jill spoke to our electronics man who deduced that, because the wind instrument had gone, the SeaTalk link between all the instruments was affected and that the Autohelm needed to be isolated. To do so, I was advised to stick my head through a small locker door in the quarter berth where the computer was located in order to disconnect a wire, one of very many and probably red.

As the locker door slammed against my head and the yacht rolled violently, one by one I disconnected wires and reconnected them while checking the Autohelm each time, until – bingo – I found the right one. The Autohelm fired up to my great relief.

Now surfing downwind on big waves with 30 knots of wind behind us, progress was much improved. Eventually the island of Faial came into view. I berthed just as light faded at 2100 on 20 June, three weeks after departing Plymouth.

How the mast stayed up on the seven-day voyage to the Azores is a mystery, but being off the wind with a double backstay taking the strain must have helped, as must the prayers of the good people of Newton and Noss back home.

First published in the February 2019 edition of Yachting World.

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• Wednesday, April 3 2024

OSTAR History

In 1959, at the request of Lt.Col. H.G. (Blondie) Hasler, the Royal Western Yacht Club decided to organize a single-handed transatlantic race – and so a tradition was born.

Blondie Hasler had for some time been trying to promote the idea of a single-handed race across the Atlantic against the prevailing winds and currents. His press release of November 1959 proclaimed:

“Described by one experienced yachtsman as ‘the most sporting event of the century’ a transatlantic race for single-handed sailing boats will start from the south coast of England on Saturday 11 th  June 1960 and will finish off Sheepshead Bay, in the approaches to New York, at least a month later”.

He had interested Francis Chichester – hence the story of the half crown (twelve and a half pence/twenty five cent) wager – and several others, but was unable to find an organizer or sponsor willing to move from the familiar full-crewed or ‘cruise in company’ racing to such a dangerous sounding innovation. But Blondie persevered and, with Francis Chichester, approached the RWYC whose Commodore at the time was Sir Winston Churchill and got a positive response.

With a yacht club of repute to take on the organization of the race, Blondie then obtained the sponsorship of The Observer newspaper and so the RWYC Observer Single-Handed Trans-Atlantic Race, or OSTAR, came about.

Of the eight entries for that first race, four crossed the start line on 11 June 1960 and a fifth, Jean Lacombe, started three days later. Forty days later Francis Chichester, in Gipsy Moth III, crossed the finish line to great media and public acclaim. All five competitors finished successfully with Jean Lacombe finally crossing the line in his 21ft Cap Horn some 76 days after the start.

The  OSTAR  was established and has been sailed every four years since.

The Royal Western Yacht Club of England is partnered with the Newport Yacht Club to bring you this exciting race again in 2013. The race which begins outside the break water in Plymouth Sound, Devon, UK  finishes off of Castle Hill Light here in Newport.

This race is supported by the Rhode Island Sailing Events Commission.

The MailASail 2021 OSTAR has been postponed due to Covid-19 Requirements to 15 May, 2022 .

MailASail 2021 OSTAR TWOSTAR Press Release 2 nd April 2020

The Royal Western Yacht Club of England announce the rescheduling of their MailASail OSTAR TWOSTAR that was postponed in 2020 due to the Covic 19 virus, to a new date of May 15 th 2021. We are extremely grateful to our title sponsor MailASail who will continue to support us for this rescheduled event.

The 2021 race will continue to run between Plymouth England and Newport Rhode Island as before.

A new 2021 Notice of Race, Entry form and World Sailing 2020 – 2021 Offshore Safety Regulations for Cat 1 yachts can all be downloaded from the event websites at www.rwyc.org/ostar/ and www.rwyc.org/twostar/

The Notice of Race outlines all requirements that must be fulfilled in order to compete, and includes contact details for general information, entry and communication with RWYC event management. Additionally, in the NoR are the event Facebook page and the Facebook Group addresses where competitors and potential competitors can interact with one another.

Neil Dunkley Race Director MailASail 2021 OSTAR TWOSTAR RWYC

Final 31st March 2020

Markus Moser’s Pegasus 50 wins the Ostar 2022

Markus Moser’s Pegasus 50 Lifgun is the winner of the Ostar 2022. The sailor was the first to complete the solo crossing of the Atlantic on board his sailboat, covering the 6,046 kilometres in twenty-one days, six hours and twenty-five seconds and crossing the finish line last Sunday, 5 June.

Finishing a regatta like the Ostar requires not only to be a long-experienced sailor, but also to have the adequate physical and mental preparation needed to tackle a solo ocean crossing and, above all, to be able to count on a reliable and comfortable boat. Just like Markus Moser’s Lifgun, the Pegasus 50 that the Slovenian yard Pegasus Yacht has designed to be a safe fast cruiser even for this type of extreme sailing experience. The Pegasus 50 is in fact a sailboat designed to be single-handled and boasts ocean “Category A” certification to withstand winds in excess of 40 knots and waves over four metres high. The Pegasus 50’s ballast percentage is also higher than other boats in the same category.

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Open 40 - Ready for OSTAR

• Reference ID 51
• Builder Open
• van der Stadt Design
• Location Norway
• Engine type Single
• L.O.A. (mtr) 12.19
• Beam (mtr) 4.00
• Draft (mtr) 3.40
• Material Carbon
• Engine Yanmar with saildrive and 2-blade folding prop, also serves as generator.

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Yacht description.

General Designed by ‘van der Stadt Design’. Built 1999/2000 by Rhebergen Composites, Amsterdam (deck and hull) and Vels Jachtbouw, Medemblik (fitting-out etc.). Re-fitted 2009, including complete new rigging, sails, deck hardware and paint job.

Comments owner:

The boat is in good shape, Engine was overhauled two years ago. All sails are good (she is sold with some older training sails in addition to full sail set). The boat got a brand new servo driver for the autopilot, and a RayMarine map/radar plotter. The rotating keel is working fine.

A model of this one-of-a-kind boat built by Van De Stadt can be seen at the maritime museum in Amsterdam. This was the first sailboat in its class to cross the Atlantic Ocean computer assisted. Pieter Adriaans and the university of Amsterdam used this boat for its experiments from early 2000. After the project was done in 2008, the boat was sold to Tuned Rigs & Ropes. In 2009 the boat was rebuilds and repainted, using only the best equipment available, mainly carbon and titanium. Tuned used the boat as a show/demo boat until 2013. This is a full carbon regatta boat in the Open 40 class, it is 12m long and 4m wide, needing 3.5m of water to sail, especially designed for OSTAR upwind cross Atlantic race. Open 40 is similar to Class 40, but with no restrictions to cost, solutions and materials. There are no other Open 40 boats in Norway, but hopefully “SOLO” and other Class 40 boats will let it compete. In short regattas the Open 40 will not be able to beat the Class 40 boats, but in long and open Ocean regattas the Open 40 got some advantages... Its speed record is 27.5 knots set by Pieter Adriaans. But since then boat has been fitted with a new custom made carbon mast almost 2 meters longer, and with a mast top genaker of 170sq/m… And the main sail increased to 100sq/m square top, and both carbon sails. The canting mast is removed as of new regulations, but the new rig is better than ever. Rather than using rod-rig, the boat now got Powerlight-PBO rigging. The rotating keel is still there fully functioning. Specifications Dimensions

Length (m.): 12.190 Beam: 4.000 Depth: 3.400 Displacement: 4.500 Ballast: 1.750 Overall length incl. bowsprit 13.700 Bulb weight 900 kgs Total mast height 21.700 mm Mainsail area 100 m2 Jib area 45 m2 Gennaker A3 area 170 m2

Construction

• Hull: Carbon sandwich with red cedar core. Re-painted in 2009.
• Deck: Carbon sandwich with Nomex core. Re-painted in 2009.
• Bulkheads etc: Carbon sandwich with foam core.
• Hydraulic rotating keel fin & bulb to provide up to +/- 4 degrees extra lift (new Holmatro hydraulics in 2009).
• Dismountable alu-bronze keel shaft with lead T-bulb.
• Two carbon rudders with carbon rudder shafts. Extendable central tiller.
• Water ballast: 1.000 litres each side, divided in 3 tanks for longitudal trim.
• Single central scoop.
• Mast custom designed carbon keel stepped Seldén mast, featuring 2 sets of swept-back spreaders and a 0 degree jumper for lateral stability. Double backstays are there for extra stability, but the mast is rigid enough to sail without them in light to moderate winds. The mast has an internal hydraulic mast jack, Lopolight carbon 3-colour/anchorlight, custom B&G masthead transducer, VHF antenna, custom swivelling radar bracket etc. A Holmatro mast winch and Spinlock ZR jammers are fitted for all foresails.
• Ronstan mainsail track for boltrope and sail cars.
• Boom is a custom built carbon boom, very light because it doesn’t have a vang (the curved track acts as vang).
• Standing rigging is all Powerlite PBO rigging with custom integrated turnbuckles.     Rod forestay has a customized Furlex through-deck furler.
• Cutterstay fitting and all other deck fittings are custom light-weight TUNED pad-eyes.
• A dismountable carbon A-frame bowsprit is fitted.
• Masttop backstays are dyneema and have Karver KBTi carbon-titanium blocks.
• Checkstays are added for stability when sailing with staysail.
• Running rigging is Gleistein.
• All cores are Dyna-One HS SK75, covers are polyester/Kevlar.

Sails A full North Sails inventory:

Mainsail: 2009 North Sails 100m2     - panelled carbon     - double sided Taffeta     - full battened     - square top     - 2009 North Sails sail cover

Jib: 2009 North Sails 45m2     - panelled carbon     - double sided Taffeta     - horizontal CT furling battens     - 2009 North Sails sail cover   

Downwind sails:     - masthead A3 gennaker 2011 North Sails 170m2, black     - fractional A2 gennaker North Sails (appr. 2002) with snuffer     - light genoa / code-1 North Sails (appr. 2002)     - Code-0 North Sails (appr. 2002)     - jib 4 North Sails (appr. 2002)     - staysail North Sails (appr. 2002)     - storm jib North Sails (appr. 2002)

Accommodations

• two pipe cots
• simple kitchen sink
• toilet prepared (taken out)
• very spacious nav. station
• large sails storage!

Deck and Cockpit

All renewed in 2009

• curved mainsail track (open 60’ style)
• 5 Holmatro winches in the cockpit and Spinlock jammers to provide maximum multi-purpose usage.
• The tiller extends out of the back of the cockpit to provide space for the 5th winch, saving weight. The tiller is telescopic: when on auto-pilot it takes only ½ the space in the cockpit.
• All blocks on deck are Karver blocks: the highest possible strength-to-weight ratio!
• All tracks are Ronstan ball bearing High-load.
• There are no genoa tracks: a downhaul and inhaul provide 3-dimensional trimming. These lines are lead below deck to new Holmatro hydraulic rams that can be operated on both sides of the cockpit (carbon panels)
• bilge pumps (1 electric, 2 manual)
• ballast pumps (1 electric, 1 manual)
• battery charger
• 220V transducer
• load cells on V1 and D1 shrouds (not connected at the moment but fully operational)

Electronics and Navigational Gear

B&G equipment incl. - speed, - depth, wind, - autopilot

• Furuno radar and gps
• active radar reflector
• 2 x built-in PC’s

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

Contact Details

• Name Site Broker | Racing-Yachts.com
• Email [email protected]
• Phone +31 (0)320 746046
• Instagram -

• International

Israel-Hamas war

Taiwan earthquake

March 23, 2024 Shooting at Moscow concert venue leaves over 130 dead

By Chris Lau, Andrew Raine , Catherine Nicholls, Issy Ronald, Lauren Said-Moorhouse and Tori B. Powell , CNN

Our live coverage of the Moscow concert venue shooting has moved here.

North Korea’s Kim Jong Un sends condolences to Russia’s Putin over deadly Moscow attack

From CNN’s Sophie Jeong and Manveena Suri

North Korean leader Kim Jong Un has offered his condolences to Russian President Vladimir Putin following the deadly concert attack in Moscow, state media Korean Central News Agency (KCNA) reported on Sunday.

Kim “expressed deep condolences and sympathy” to Putin, the Russian people, the victims and their families on the news of heavy casualties caused by a “large-scale terrorist attack in (the) Moscow region,” KCNA reported.

North Korea opposes “all sorts of terrorism and nothing can justify the heinous terrorism threatening human life,” Kim said in the KCNA report. “Our people regard the misfortune and sorrow of the friendly Russian people as their own pain.”

ISIS releases graphic video they claim shows Russia concert hall attack

From CNN's Kareem El Damanhoury and Paul Murphy

ISIS-affiliated news agency Amaq released a graphic video on Saturday that purports to show Friday’s attack at a concert hall in suburban Moscow recorded by one of the attackers, suggesting the perpetrators had a direct link to ISIS in order to be able to send the video.

CNN has geolocated it to the concert hall and notes that its identifying metadata has been erased.

The video, which is about 90 seconds long, shows four attackers with their faces blurred and voices distorted in what appears to be the Crocus City Hall complex.

The video shows one attacker signaling to another gunman, who then walks past a door where people are hiding and opens fire on them.

Bodies and blood can be seen on the floor, with fire raging at a distance.

The video also shows one of the attackers slitting the throat of a man lying on his back.

The video ends with the four attackers walking away inside the building as smoke can be seen at a distance.

On Friday, ISIS claimed responsibility for the attack, according to a short statement published by Amaq.

On Saturday, Russian President Vladimir Putin suggested Ukraine was behind the attack, stating the perpetrators had “tried to hide and moved towards Ukraine, where, according to preliminary data, a window was prepared for them on the Ukrainian side to cross the border.”

Ukraine has vehemently denied any connection to Friday's attack.

Company that owns Crocus City Hall venue calls attack a "monstrous tragedy"

From CNN's Masha Angelova

The Russian company Crocus International, which owns Crocus City Hall, expressed its deep condolences in a statement Sunday to the victims of the terrorist attack at the concert hall in the Moscow region Friday, which left more than 130 people dead.

"Together with the whole of Russia, we mourn the dead and hope for a speedy recovery of those who’ve suffered in this monstrous tragedy," the company said. "In these difficult days, we are doing and will do everything possible to help the authorities and special services with their difficult work, and together with the whole country help victims of the terrorist attack."

The statement thanked concert-goers, partners and artists for their support and assistance.

"Special thanks to the concert hall team, who acted professionally, clearly, and heroically in a crisis situation, and thanks to this, managed to save most of the guests and employees who were in Crocus City Hall that evening," it continued.

White House says there was "no Ukrainian involvement whatsoever" in Moscow region onslaught

From CNN's Natasha Bertrand and Samantha Waldenberg

US Vice President Kamala Harris and the White House National Security Council said there is no evidence that Ukraine is behind the attack at a concert hall near Moscow.

“There is no, whatsoever, any evidence — and in fact, what we know to be the case is that ISIS-K is actually, by all accounts, responsible for what happened,” Harris said in an interview with ABC News. “What has happened is an act of terrorism and the number of people who've been killed is obviously a tragedy and we should all send our condolences to those families."

National Security Council spokesperson Adrienne Watson said:

"In early March, the US government shared information with Russia about a planned terrorist attack in Moscow. We also issued a public advisory to Americans in Russia on March 7. ISIS bears sole responsibility for this attack. There was no Ukrainian involvement whatsoever."

US had warned Russia ISIS was determined to attack | CNN

Here's what you should know about the moscow area concert venue shooting.

From CNN staff

A Friday night attack at Crocus City Hall, a popular concert venue complex near Moscow, left more than 130 people killed and even more wounded after assailants stormed the venue with guns and incendiary devices. ISIS has claimed responsibility for the attack, without providing evidence.

Four suspects involved in the attack were detained in the Bryansk region and taken to Moscow, where they are now in the custody of Russia's Investigative Committee, Russian state media TASS reported Saturday.

Ukrainian President Volodymyr Zelensky said "miserable" Russian President Vladimir Putin waited   overnight before publicly addressing Russians, only to accuse   Ukraine of having a hand in the terror attack at a concert hall near Moscow.

Here are other headlines you should know:

• More on the attack: According to the interior ministry, “all terrorists detained in the Bryansk region are foreign citizens ,” Russian state media reported. RIA Novosti published on Telegram the purported confession of one of the apprehended men. CNN cannot independently verify the RIA Novosti report or the statements made by the alleged attacker, which may have been made under duress.
• Ukraine vehemently denies any connection: Defense Intelligence of Ukraine spokesperson Andrii Yusov firmly denied his country had anything to do with the terror attack. Earlier Saturday, Putin  told the Russian people  that the perpetrators had “tried to hide and moved towards Ukraine, where, according to preliminary data, a window was prepared for them on the Ukrainian side to cross the border." A handful of Russian officials have suggested  without evidence  that Ukraine may have been involved in the attack as well.
• Global reactions: Leaders around the world — such as the French, Israeli and Turkish presidents — have expressed their condolences and condemnation of the onslaught. The United States “ strongly condemns ” the shooting, according to the White House and Secretary of State Antony Blinken. United Nations Secretary-General Antonio Guterres also denounced the attack , stressing that ISIS is a significant global threat at a news conference Saturday.
• Belarus claims it thwarted suspects: Belarusian special services helped Russia prevent the "terrorists" who allegedly carried out the deadly attack from escaping across the border Friday night, the country's ambassador in Moscow said.
• Estimated damage total: The total estimated damage to the Moscow region's Crocus City Hall after Friday's terror attack is between 9.5-11.4 billion rubles, or approximately $103-124 million, according to a shopping union vice president, as reported by Russian state media RIA Novosti.

Zelensky accuses Putin of trying to blame concert hall attack on Ukraine

From CNN's Maria Kostenko

Ukrainian President Volodymyr Zelensky said "miserable" Russian President Vladimir Putin waited overnight before publicly addressing Russians, only to accuse Ukraine of having a hand in the terror attack at a concert hall near Moscow.

On Saturday, Putin told the Russian people that the perpetrators of the Crocus City Hall attack had “tried to hide and moved towards Ukraine, where, according to preliminary data, a window was prepared for them on the Ukrainian side to cross the border.”

Zelensky and several Ukrainian officials have vehemently denied Ukraine has any kind of involvement in the attack.

In his nightly address, Zelensky also said that Russians "have come to Ukraine, burn our cities – and try to blame Ukraine."

Zelensky added that if the Russian people do "not ask any questions to their security and intelligence agencies, then Putin will try to turn such a situation to his personal advantage again."

More background: The terror group ISIS claimed responsibility for Russia's attack, according to a short statement published by ISIS-affiliated news agency Amaq on Telegram Friday. ISIS has not provided evidence to support the claim.

Earlier this week, Putin had dismissed warnings by the US embassy that there could be terrorist attacks on large groups, telling the Federal Security Service (FSB) that the embassy warnings were "provocative" and "outright blackmail."

White House "strongly condemns" Moscow region terror attack

From CNN’s Samantha Waldenberg

White House press secretary Karine Jean-Pierre said in a statement Saturday that the United States “strongly condemns” the terrorist attack at a concert venue complex near Moscow that left at least 133 people dead.

She added that ISIS, which has claimed responsibility for the attack without providing evidence, is a “common terrorist enemy that must be defeated everywhere.”

“We extend our deepest condolences to those who lost loved ones and to those who were injured or affected by these unconscionable attacks against innocent civilians," Jean-Pierre said in a statement issued by the White House. "ISIS is a common terrorist enemy that must be defeated everywhere."

4 suspects in Friday's attack are being questioned by Russian investigators, state media reports

Four suspects in Friday's terrorist attack on Crocus City Hall were detained in the Bryansk region and taken to Moscow, where they are now in the custody of Russia's Investigative Committee, Russian state media TASS reported Saturday.

The suspects were brought in two prisoner transport vehicles, which are still in the courtyard of the committee, a TASS correspondent reported. This indicates that the suspects are being interrogated and the investigation is ongoing, according to TASS.

In the coming days, investigators are expected to file a court motion asking for imprisonment as the chosen preventative measure. All four suspects face life imprisonment, TASS reports.

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