Done Just Right
The New Krogen 58 Is A Real Head Turner,
The First Next Generation Yacht From Kadey-Krogen
by Bill Parlatore
photography by Kadey-Krogen Yachts/Robert Holland
It can be a leap for a boat
builder to introduce a new flagship, a vessel markedly different
or larger than its existing models. This is especially difficult
when the builder decides to raise the standard of quality and
equipment at the same time.
Kadey-Krogen has apparently done just that.
Something Old, Something
Ask an experienced
cruiser about good cruising boats, and the list will most
certainly include the ever popular Krogen 42. Considered by many
to be one of the best liveaboard trawlers ever built, the Krogen
42 offered full displacement, single engine, raised enclosed
pilothouse, covered aft cockpit, and full liveaboard
accommodations. During its long production run, the boat embodied
Jim Krogen’s core philosophy of long range, liveaboard cruising
Krogen was a respected naval architect with an extensive
careen in both commercial and pleasure boat design. Before anyone
else knew that trawlers were cool, Jim Krogen was supplying the
world with the 36-foot Manatee, the Krogen 54, and the Krogen 42.
He passed on in 1995, but Kadey-Krogen Yachts has continued
on, replacing the aging 42-footer with the Krogen 39 and several
versions of the larger Krogen 48. The two new models are favorites
among the trawler crowd, found in Alaska, Mexico, the Bahamas, and
throughout the Caribbean. Many owners enjoy them on the relaxed,
leisurely circumnavigation of the U.S. East Coast known as the
Great Circle Route.
Krogens are synonymous with cruising. We recently spent
some time on the newest Krogen, an extremely well executed 58-foot
trawler that is both a new flagship and the first of the next
generation of trawlers from Kadey-Krogen Yachts. In all areas,
this boat sets a new standard for Kadey-Krogen in comfort,
capability, and construction.
Why A New Boat?
“I’ve always had a desire to
develop an Alaskan-style trawler,” Kurt Krogen told me. Kurt
is president of Kadey-Krogen Yachts, and son of the late Jim
“We based this boat on one of my father’s other designs, a
60-foot commercial trawler he designed for the University of
Miami. We needed the boat to be big enough for a true
Portuguese bridge, and we designed it so the bridge flows
into the boat deck. It is subtle, but from a stylistic view,
I think the Krogen 58 looks great.”
The boat has nice overhangs, reverse raked pilothouse
windows, and asymmetrical saloon.
“We solicited customer feedback during the design phase,”
Kurt continued. The need for a comfortable fly bridge was
confirmed from their suggestions.
The plan was to take the seaworthy characteristics of the
Krogen 54 (a Romsdahl-style passagemaker of which Krogen
built eight) and merge it with the Krogen 48 Whaleback (a
more modern boat with enormous accommodations and liveaboard
“We wanted a handsome, rugged offshore boat, built to the
highest level. Where the Krogen 42 was a good value, we
wanted to bring everything on the boat to a new level:
design, equipment, and execution.”
“I think we’ve succeeded.”
Advanced Hull Shape
One thing that
always amazes me is the general lack of understanding that full
displacement hulls are not all the same shape. There is quite a
bit of diversity in interpreting the displacement game, and the
people at Kadey-Krogen are emphatic that hull shape is a large
measure of the success of their boats.
“Krogen hulls have a natural motion at sea,” Kurt Krogen
explained. “That is due to form stability and ballast.”
In order to explain this point, Kurt said that his father
always compared traditional round-bilge hulls to floating logs.
Both have very little natural resistance to roll. Simply adding
ballast is not the answer, as that often creates another motion
in which the ballast constantly resists the log’s natural
tendency to roll. It is a most uncomfortable motion in a seaway.
All full displacement Kadey-Krogen yachts have flatter hull
sections that sweep up to the stern, essentially a double-ended
stern at the waterline. This is not new, of course, as the old
masters (such as Ed Monk) routinely finessed underwater boat
shapes to produce a more seakindly hull from.
Two Better Than One
difference between the Krogen 58 and the rest of the
Kadey-Krogen fleet is that the Krogen 58 comes standard with
twin engines. Yes, I know the single versus twin debate doesn’t
usually come into play when discussing full displacement
passagemakers, but there are several specific reasons why the
designers opted for twins in this application.
Make no mistake, the boat is a full displacement full form,
so its speed envelope remains under 11 knots no matter what. But
splitting the required horsepower and drivetrain into two
smaller plants allows smaller propellers and rudders. One foot
is taken off the draft of the single-powered boat, reducing its
draft to just 5 feet, 6 inches. That means a user-friendly
gunkholer in shallow waters, perfect for Chesapeake Bay, the
Delta, or the Bahamas.
Having two smaller engines means that redundancy is built in,
eliminating the need for a small and often anemic wing engine or
PTO-powered hydraulic drive off the main shaft. With two
identical engines one might even argue that parts can be
cannibalized from the second engine, as unlikely as that may be
in the real world. And let’s not forget the improved
close-quarters handling, even though the boat has a bow
“Twin keels nix the old bugaboo of twin engines,” Kurt said.
“There is as much protection for the running gear on this boat
as for a single-engine configuration.” Twin propellers are
usually left exposed outside the safety of a hull’s keel, and
damage from floating debris and submerged logs remains a real
threat in some areas, not to mention damage from grounding.
“The twin keels add roll dampening to some extent, and
another benefit is that the yacht can sit level on the bottom on
an outgoing tide…unless it sits on soft mud.”
The negative of this twin-engine setup is a 10 to 15 percent
loss of efficiency, but the boat has ample fuel capacity to
Quality Is A Team Effort
Everyone who has
been aboard the Krogen 58 comments it is the best effort yet
from the builder. I asked Kurt about this sentiment.
Clearly, his current interest is to pursue a higher level of
quality, a personal goal of both Kurt and his vice president of
operations in Taiwan, Miguel Rios. “We wanted to merge the
beauty of my father’s boats with the highest quality of
To further underscore this goal, the yard responsible for
building Kadey-Krogen’s trawlers, Asia Boat, has been renamed
and relocated to a new facility in Kaioshung, Taiwan. Asia
Harbor Yacht Company is a modern boat building facility with
better lighting, dust control, and the latest in safety and
environmental awareness. Mr. Lin Kao Shui, President of Asia
Harbor Yacht Company, shares Kurt’s and Miguel’s goal to bring
Kadey-Krogen to a new level.
Kurt’s brother, Jimmy
Krogen, is the naval architect/project manager for all design
issues on the 58-footer, following closely his father’s model of
form stabilization on displacement hulls. Jimmy was responsible
for all stability testing of the new yacht. Working with Jimmy
was Charles Allen, a talented engineer who spent years working
with Jimmy’s father. Allen produced some 60 full-page blueprints
of the boat, leaving nothing to the builder’s imagination. Every
detail of the boat was worked out ahead of time.
Another long-time associate
of Jim Krogen was Dave Pritchard of Pritchard Engineering. Dave
did all of the structural and machinery engineering. And Ft.
Lauderdale-based marine electrical engineering company, Wards
Electric, took charge of the complex electrical system analysis
The first Krogen 58 buyers
(Dennis and Julie Fox, Dennis and Joyce Maud, Charlie and
Marcia Corbett, and Norman and Madeline Gaut) had a hand in
the process as well, choosing preferences before permanent
tooling of the production boat took place.
In addition to the
talented engineering work, Kurt and Miguel sought out
world-class materials for constructing and outfitting the new
boat, rather than relying on local suppliers.
For example, replacing
teak exterior doors are expensive Freeman doors, and all
windows and frames are now Gebo units, built by Boomsa in the
Other quality products
include Cantalupi lighting from Italy, German precision door
locks, Japanese varnish, Awlgripped decks (US Paint even
developed a new color called “Kadey-Krogen Beige”), and Cook
gelcoat that is resistant to UV damage.
Other major upgrades
include lead ballast instead of iron, improved glues and
sealants, better quality hardware and fixtures, even the
hull-deck joint has been improved.
Have I piqued your
interest? Thought so.
It’s easy to see the family
resemblance from the dock, but the Krogen 58 is larger and
more rugged. Beefy, shippy, serious. (The 58-foot designation
is the length on the dock. LOA is actually 63 feet.)
Unlike Krogen yachts of
the past years, which have always struck me as happy,
self-reliant cruising homes, the look of the Krogen 58 is more
business. This is no yacht toy designed to chug merrily along
from port to port in fine weather, but a rugged and fully
competent passagemaker able to go anywhere. And yet totally in
keeping with the Kadey-Krogen tradition, it is also a
comfortable and spacious liveaboard home.
The boat has a well-flared
bow, tall Portuguese bridge, and reverse-raked pilothouse
windows-visually the trawler exudes competence.
But if it does look
serious it doesn’t carry a workboat image. “We wanted a boat
that wasn’t industrial strength,” said Charlie Corbett, owner
of Billy the Eagle. “Krogens are very homey boats, very
capable but comfortable.”
The track record of
Kadey-Krogen also supports a feeling of buyer confidence.
“Everyone has a different idea of what makes a good boat,”
Charlie continued, “so buying a known quality was important to
Flybridge view of
the world .
The helms person can easily
Covered aft cockpit is an extension
of the living
area on this boat.
Side deck doorway on starboard
cockpit can be closed
in rain and wind under way.
seating. In bad
pilothouse is the
place to be.
There is a four-inch rubrail that
runs from the stern forward to just below the pilothouse
windows. It is a minimum of 24 inches off the water, fine for
fending off pilings and fuel docks.
A starboard door is 10
feet forward of the stern, providing normal entry from the
dock. The swim platform also provides access through a transom
door, and there is another side door on the bridge deck
outside the pilothouse. Access is reasonable for all sorts of
docking and tidal situations, from high to low. (There is a
port-side door off the aft cockpit, but given the asymmetrical
layout, which extends the saloon out to the port hull, most
docking will occur on the traditional starboard side.)
The starboard side deck is
a minimum of 20 inches wide at foot level.
The covered aft cockpit is
7 feet long by 15 feet wide, and headroom is at least 6 feet 6
inches. Two stainless steel structures support the upper boat
deck, and the easily enclosed cockpit begs for comfortable
chairs and a table. This cockpit will be cozy in an anchorage.
It is all so civilized,
yet the massive Freeman saloon doors hint that anchorage could
be as far away as one’s imagination. A 32-inch by 52-inch
cockpit hatch leads down to the lazarette and engine room.
There is just a bit of
exterior brightwork-the starboard side deck, aft cockpit, and
varnished cap rail-so varnish and teak maintenance won’t be an
Walking forward on the
starboard side, one is protected by high bulwarks (up to 38
inches high), and the deck transitions into molded nonskid on
steps up to the bridge deck. A narrow door seals off the aft
cockpit from the starboard side deck, another reason for
enclosing the aft cockpit for added living space when the
stainless steel handrail on the side of the saloon helps
moving forward under way. It is one nice piece of stainless
Four diesel fuel fills are
found inboard of the side deck, tucked inside a recessed box
with a controllable drain, so fueling isn’t done one’s hands
and knees, living in fear of diesel stains on teak decks.
Up on the bridge deck, the
Portuguese bridge is a minimum of 41 inches high. There are
port and starboard side doors outside the pilothouse for
getting off the boat at particularly high fuel docks (as in
Halifax, Nova Scotia).
Since the saloon extends
out the port side, port-side steps lead up to the boat deck
and flybridge. Tall stainless steel stanchions add security to
the perimeter of the upper deck, and the low-maintenance,
molded flybridge has two helm chairs, a curved bench seat with
table, and offers marvelous visibility in nice weather.
Billy the Eagle,
Hull No. 5803, has a freezer on the boat
deck and a matching storage locker, both just forward of a
12-foot tender and Nautical Structures low-profile davit. A
folding mast can lower to meet bridge restrictions, reducing
the boat’s height to just 15 feet.
Through the Portuguese
bridge is the 12-foot-long foredeck, and nice seats built into
the forward side of the bridge, with storage lockers under. At
the bow there is a 32-inch-wide anchor platform that easily
holds a 176-pound Bruce anchor as well as a second monster
hook, both managed by a huge Maxwell windlass. (Few production
boats make provision for two fully rigged anchors on the bow.)
It is 10 feet down to the water from the bow.
A very sexy 20-inch round
Freeman sub-marine hatch opens into divided chain lockers in
front of a watertight collision bulkhead. A ladder leads down
into the lockers, which are each over five feet deep.
There are five lockers
built into the Portuguese bridge, and an outboard wing station
on the starboard side for close-quarter maneuvering. Driving a
big boat like this is a piece of cake with a powerful
thruster, especially when controlling the slow movements of a
heavy boat form a location with excellent visibility.
opens into dual chain lockers.
Massive anchor platform and
windlass handle two primary anchors.
Wing station on the starboard side
of bridge. Great control with minimal
equipment is possible from this location.
Saloon looking aft (above). Open space
allows comfortable furniture.
Saloon looking forward (below).
Sony flat display adds to the entertainment factor on this
The interior of the Krogen 58 is
cherry with off-white laminate. The look is contemporary yet
classic. The parquet sole is a hold out to Kadey-Krogens
tradition, and fits the rest of the interior. Charlie Corbett
laughed when he mentioned that he had ordered the boat with
carpeting, Kurt Krogen told him it would still be built with
the parquet flooring. Kurt made it clear, “Krogens have
parquet soles and they always will!”
The saloon is 10 feet long
by 14 feet wide, and headroom is 6 feet 8 inches throughout.
On the starboard side is an L-shaped settee, with a movable
table that opens out for large dinner parties. Under all of
the cushions is additional storage.
Across from the settee are
cabinets, with space for a couple of upholstered chairs. In
the saloon, the windows are 32-inches tall, strategically
placed so those seated can see outside, as well as those
The Corbetts installed a
41-inch by 24-inch Sony plasma screen on the side of the
galley counter, so crew in the saloon can watch movies and
satellite television. Charlie explained the boat’s electronic
charts are also easily projected onto this screen. Such
The galley is built around
a 7-foot by 8-foot area forward of the saloon, and with the
side door open seems much larger. In addition to the long
counter, the Krogen 58 feature a Jenn-air
refrigerator/freezer, a four-burner Broadwater stove with
oven, a GE microwave, trash compactor, and Miele dishwasher.
There is more than enough storage around the galley, and a
large separate pantry is just across on the port side.
The satin finish and
joinerwork on the Krogen 58 represent excellent craftsmanship.
Perhaps it is highlighted by the brightness and warmth of
cherry, but the overall quality of this interior will
withstand comparison to any other yacht.
Galley isn't the traditional U-shape,
but the Freeman door adds tremendously to the cook's
enjoyment, and is a great way to bring aboard bags of
On both sides of the helm
are large flat surfaces, 48 inches by 30 inches, handy for
chart work, complete with four chart drawers under.
Visibility is excellent form the helm with seven large
windows (the aft two open), large Freeman doors with dogs, and
two opening ports.
When I ran several hundred miles on this boat, I found most
crew collect in the pilothouse, yet everyone still has their
space. Even though Kadey-Krogen is known for great
pilothouses, in this case bigger is better.
Down wide stairs from the
galley to the staterooms, there is a small stateroom
immediately on the port side. It is actually more in an
office than a stateroom, but the way the 24-inch-wide
doorway is situated, diagonal to the companionway, it
seems a larger cabin. There is a single settee berth and
built-in desk. File drawers, shelves, and hanging locker
somehow all fit in the 5-foot by 8-foot cabin.
A 28-inch wide passageway leads forward to two larger
staterooms and en suite heads. The first stateroom is on
the starboard side of the boat, and measures 8 feet by 9
feet. Large opening ports make it delightfully airy and
bright, especially with cabin door ajar. Cherry and light
laminates are used equally to make it feel modern without
being glitzy. There is a queen berth, and ample storage,
in the form of drawers and lockers, for extended living
This is the first boat where the mast stateroom is not
obvious. This midship stateroom would be my choice for a
master cabin, yet the Corbetts chose the forward
stateroom. While the forward stateroom is nice and roomy,
not really being in the pointy end of the boat due to the
collision bulkhead, it doesn’t really offer better
accommodations or storage.
Both staterooms have large heads with Corian counter and
To compound the “which stateroom?” dilemma, there is a
closet between them with full-size Swedish.
Asko washer and dryer. Easily accessed from either
stateroom, it makes washer/dryer installation in the
lazarette seem rather primitive.
One of the en suite
heads. Simple, elegant, low maintenance.
Midship stateroom (above) is my choice
for the master. Light laminate on bulkheads (not visible in
photo) reflects light from the ports.
Forward stateroom (below) is equal as a master
cabin. How to choose?
Across from the office/stateroom is the engine room
access, through yet another dogged door, this one with a
round window. Just inside the engine room, headroom is
more than 7 feet, at least for a couple of feet. But in
that couple of feet is a workbench, tool box storage, and
the fuel management system, close by the two 154hp,
M1-rated Deere 6068TFM engines. There is 5-foot 2-inch
headroom at the front of the engines, which are separated
by 32 inches, quite enough to get around and past them to
reach the aft end of the space, which still offers over 4
feet of headroom. An aft water tight door opens into the
lazarette, making two good entry points into the engine
Then engine room is 17 feet long, and does not feel
cramped even with the standard 20kW and 8kW Northern
Lights gensets, TRAC stabilizers, and other systems found
on a capable trawler. This is accomplished by using other
forward bilage spaces as machinery and pump rooms, easily
assessed though sole hatches. Watermaker, head pump,
thruster access, air conditioning compressors, house
batteries, inverters, charger, hot water heater-all are
found outside the engine room in these other spaces. This
is a good idea especially given the detrimental effects on
some gear from engine heat.
All four aluminum fuel tanks have sight gauges, and it is
easy to reach manifolds and filters. The systems on the
Krogen 58 are clearly designed with maintenance in mind, a
result of Kadey-Krogen’s up-front engineering. I
congratulate you guys for this.
is compact but useable.
engines are enough power to drive the boat at 9.1 knots at
1,800 rpm, topping out at 10.4 knots. With the Aquadrive
vibration dampening and thrust bearings, noise and vibration
are minimized throughout the boat, such as the measured 61dB
measured in the pilothouse and 72dB in the saloon at 9.1
One Fine Boat-Fleet To
As I eased Billy the Eagle
away from the dock, using the twin engines and thruster to
gently maneuver out of the tight confines of the marina in
shallow water, we churned up enough mud to show off the
shallow draft advantage of the twin engines. A deeper draft
single screw boat would have stuck fast in the messy goo.
From the wing station, then in the pilothouse, and later on
the flybridge, I felt captain of a real ship, a rock solid
vessel that was neither too fancy nor rough and tumble. A good
mix of rugged strength, beauty, and grace.
The enormous development that went into the Krogen 58 is
now being applied to the rest of the Kadey-Krogen fleet.
Expect to see major upgrades in doors, windows, hardware and
materials on future boats.
Kadey-Krogen takes a real-world approach to design and
layout, so space is never crammed with tight accommodations
and unrealistic ergonomics. That is what I love about the
Krogen 39. The boats just feel comfortable.
So it is with its new big sister.
For a trawler whose base price is just under $1.5 million,
I can honestly report I found nothing to grip about. The
Krogen 58 really is this good. And she leads the way for
improving other boats in the fleet.
Kadey-Krogen’s next generation trawler yachts remains true
to Jim Krogen’s original concept of a capable and comfortable
cruiser. It works as well today as it did 20 years ago. But
now, with better materials and premier products sourced from
around the world, today’s Krogen is no old-time classic, but
an evolved little ship limited only by the dream of its
But don’t just take my word for it. Charlie and Marcia
Corbett love their new Krogen.
When asked if he felt the boat was too big for a cruising
couple, even a couple who have owned 15 boats over the years,
Charlie admitted they had some initial concerns, but it’s
worked out fine.
“Handling a big boat is actually easier than it looks,”
Charlie explained. “It is slow to react to wind and power, but
over time I’ve learned to use that to my advantage.”
Marcia agrees. “This is the best boat we’ve ever owned. I
just love it. There are so many places to go on this boat, and
I love having a full sized washer and dryer.”
“At first I expected to be intimidated, but I lost that
right away. The more we use the boat, the less intimidated I
am. I now find it very easy to run this boat. There is nothing
I would change.”
Traveling never had it so good.
Reprinted with permission from PassageMaker