polar sailing yacht

Sail in the World's Most Inaccessible Places

Itinerary planning.

Specializing only in the polar regions and returning year after year, we have unsurpassed knowledge of knowledge of these remote destinations. We’ll work with you to design the itinerary best suited to your interests, timeframe and boat’s capabilities.

Permits & Environmental Assessments

We’ll work with the UK Foreign and Commonwealth Office to manage the lengthy permit process and environmental impact assessments from start to finish. As a testament to our expertise, the FCO even asked us to write the Antarctic Yachting Guidelines .

Expedition Staff & Ice Pilots

Our staff will accompany you on your expedition, sharing their knowledge and insights while serving in the role as ice pilot and expedition leader. They’ll work to ensure your safety while simultaneously guiding you on an unimaginable adventure.

Polar Survey

Before setting sail, we’ll come onboard and prepare a detailed survey of your vessel on its suitability for polar waters. We’ll issue recommendations and discuss ways that will improve your boat’s performance and your comfort when on expedition.

Yacht Design & Modification

For those looking to spend extensive time in the polar regions, we’ll work with you from the very first stages of a newbuild or refit project to ensure your boat is fully capable of truly exploring in the ice and reaching areas others can't.

We can assist with all the necessary, behind the scenes logistics of polar travel. We’ll arrange required medevac insurance, produce chart lists and cruising guides, procure specialist clothing and equipment and advise on bunkering and provisions.

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• Download polar files
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• Weather Routing

DOWNLOAD POLAR FILES If you don’t want to create your own polar file, you can download them. If you miss any boat, please contact us at [email protected]

Download polar files here

A polar diagram describes how fast a sailing boat may go at different wind speeds (TWS) and in different angles to the wind (TWA). Every type of boat has its polar diagram (or VPP, velocity prediction program), computed from hull shape, weight, rigging and a sail setup. Seapilot uses the polar diagram to compute the fastest choice of path at a given forecast for wind (and current). The polar diagram is imported to Seapilot as a polar file in text format (.txt, .csv or .pol). The name of the boat type or the specific boat is suitable to use as a name of the file (for instance J80.txt). Here at our website you can get access to polar diagrams for more than three hundred boat types. More are coming with time. You may also find polar diagrams at manufacturers, vendors, class associations and others. If you miss any boat, please contact us at  [email protected]

For more polars, visit jieter.github.io/orc-data/site  where you can find polars for almost any boat.

Polar file formats

A polar file contains a table representation of the polar diagram. You can also get data to your polar file for instance from a measurement certificate, from the maker of the boat or from your class association.

If you don’t have the data in tabular form, but as a diagram, you can at every given TWS do readouts at a number of different TWAs (for instance 30, 45, 60, 90, 120, 150 and 180 degrees).

Choose the format (1 or 2, see below) that best corresponds to the format of the data that you have got.

• Create a new file in Excel.
• Replace blue text with your own numbers, let the black text remain.
• TWS should be true wind in knots.
• TWA should be true wind angle in degrees.
• BSP should be optimal boat speed in knots.
• TWS should be ordered from lowest to highest.
• TWA should be ordered from smallest to biggest.
• If needed, add new lines and/or columns.

In particular for format 1: The first line should indicate the wind speeds (TWS) valid for all following lines. Delete lines 2-3 and the two last if data for beat angle/beat VMG and gybe angle/run VMG respectively are missing. Note that beat and run speed should be given as speed in direction of the wind (VMG), not as boat speed (BSP).

Template Format 1  (non editable)

In particular for format 2: There must be the same number of TWA-BSP pairs in every line. Every TWA should be directly followed by the correpsonding BSP (for the TWS valid for that line).

Template Format 2  (non editable)

When you are ready: remove unused columns and lines. Choose File/Save as; choose File format Text (tab delimited) (*.txt). Use your boat type as the name of the file.

Import polar files to your smartphone/tablet

To provide polar data for Seapilot may be simple, and it may be complicated. Choose an alternative in the following order until you find one that is working.

A. If you have a polar file (with file type .txt, .csv or .pol)

• Send the file as an e-mail attachment to yourself.
• Open the e-maíl on your seapilot unit and tap on the attachment. (On iPad/iPhone furthermore: tap the share symbol in the upper right corner and choose Seapilot as the target for the import.)
• Check to see the message ”Import saved OK” meaning that the file format and the data were correct.
• If the import did not succeed you need to reformat the file (see next section).

B. You find your boat type among more than 300 polars on seapilot.com

• Open a web browser on a PC or Mac and go to seapilot.com.
• Choose Features / Polars and Download polar files.
• Click the desired polar/boat type.
• Open an e-mail agent on the same unit.
• Send an e-mail to yourself with the downloaded polar file as an attachment (you find it in Downloads on both PC and Mac).
• Open the e-mail on your iPad/iPhone/Android unit(s) and continue as described i A 2-4.

C. If you have polar data as a table on paper

• Write these data into one of the Excel templates available om seapilot.com and follow the instructions found there.

D. If you have polar data as a table in .pdf format or similar

• Do as in case C; or copy, paste and edit the data using for instance Word or Excel into a format as described in the next section.
• Save as .txt and go on as in case A.

E. If you have polar data only as a diagram

• Use a ruler and do readings in the diagram for a number of TWSs and TWAs.
• Use for instance Excel to do scaling and save in a template as in case C.

F. If you have polar data for a closely resembling boat

• Do as in case A.
• Correct your polar using the parameters Performance upwind and Performance downwind (see the description of the Auto route menu above).

G. None of the above and cannot get data from the designer, the boat builder, a vendor or the class association

• Download iPolar from App store (at a cost of about 12 USD; Seapilot takes no responsibility for this app).
• Choose the Boat tab and give a name to the boat.
• Under Parameters, record boat’s length, displacement and sail areas.
• Check the polar data created by the program under Polars and Values.
• Tap the letter symbol and send data (will be as a .txt file) to your own e-mail address.
• If you want a spinnaker to be included in your sail setup you must use the two files Main+Jib.txt and Main+Spin.txt to create a new .txt which in every position contains the maximum of the corresponding values in the two other files.
• Continue as in case A.

Beware any error messages when you use the polar file for the first time (see section Autoroute in the manual).

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Understanding Polar Diagrams: Sailing by The Number to Maximize Performance

Remember studying for that high school math test and wondering why you had to learn stuff that you would never use again?

Well, surprise! It turns out that math is at the very heart of the sailing experience. Indeed, your Leopard is essentially a massive collection of calculations and equations slicing through the water.

TSW, TWA and VPP

Perhaps the most helpful bit of seafaring math to understand is your Leopard’s polar diagram. A polar diagram shows how fast a sailboat could potentially travel at different wind speeds (TWS=True Wind Speed) and various angles to the wind (TWA=True Wind Angle). Every sailboat model has a unique polar diagram, which displays the results obtained using a  velocity prediction program (VPP) based on the craft’s weight, hull shape, rigging and sail setup.

You can find your Leopard’s polar diagram below: 

Link to Leopard 42 polar diagram

Link to Leopard 45 polar diagram

Link to Leopard 50 polar diagram

The calculations represented in your boat’s polar diagram are a powerful tool for charting a course, estimating passage times, and choosing your sail plan for maximum efficiency.

Choosing the right sail

"The polar is an excellent way to answer the question, should I still be sailing with a jib, or should I switch to a spinnaker or a reacher,” says yacht designer and naval architect Alexander Simonis. “Everybody knows that when you sail downwind, the jib is not that efficient. You go to a spinnaker, an asymmetric spinnaker, a gennaker, as a downwind sail. But when you want to know something more specific, such as, what sail is best on a reach in 25 knots of wind? Or should I switch now to another sail? That’s where the polar can help.”

Following the polar diagram correctly

While a polar diagram can look daunting at first glance, it’s actually pretty simple to follow. 

A polar consists of three data indicators — straight lines, circles and curves. The straight lines that radiate out from the center represent the True Wind Angle (TWA). The circles, which also spread from the center, represent boat speed through the water (STW).

The colored curves, overlaid on the grid created by the straight lines and circles, plot the boat’s predicted speed at various combinations of TWS and TWA. The colors represent different sail plans.

The diagrams are usually divided into upwind and downwind sections.

To read the Leopard 45 polar diagram shown here, start by looking at one of the colored curves — say the blue line, which tracks the mainsail and jib sail plan. As you trace that curve through different TWAs, you can see the predicted boat speed with that sail configuration. At 50 degrees TWA, for example, your Leopard 45 should be making 10 knots. At 120 degrees, the boat should travel at 12 knots.

If you’re not making those speeds, your sails may need to be trimmed.

Keep the data close

The velocity prediction data displayed on a polar diagram can also be presented in table form. One way to get maximum use from data is to laminate a copy of your VPP table and post it near the helm for quick and easy reference. 

According to Simonis, the popularity of using polar diagrams has only recently increased with recreational sailors. Why? Maybe it’s another example of how we’ve come to embrace the power of data in our lives. 

Or maybe math teachers are just doing a better job of selling their subject.

Topics: FAQ

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• Digital Edition

5 tips on developing your polar diagrams to improve your boat speed

• May 25, 2016

To help minimise your losses you need to sail your boat to its target boat speeds. Jonty Sherwill asked designer Mark Mills for his tips on polar diagrams

© ROLEX/Daniel Forster

Sails are fresh, the bottom is clean, there’s a good crew, but you’ve been losing out to similar boats on the downwind legs. The helmsman is sailing as close as possible to the target speeds displayed so why is it not doing the trick?

But who sets these target boat speeds and why do you sometimes fail to match them and at other times do so much better? Most of us are familiar with polar diagrams showing a boat’s potential speed on each point of sailing, but how do you put this information to good use?

For those who sail dayboats or small cruiser-racers without a log or wind instruments, judging speed and sailing angles is largely intuitive, as you observe the progress of other boats around you. An electronic compass and depth sounder may be as high-tech as it gets.

Although this ‘seat-of-the-pants’ ability remains an essential part of sailing larger yachts, the information made available by more advanced electronics provides a far better understanding of how the conditions are affecting performance.

Even if the boat has top-of-the-range instruments and came with a set of polars from the designer or an ORC rating certificate this will be just a starting point. Some budget electronics packages won’t provide target boat speeds from within the software, but this doesn’t prevent you developing your own data.

Either way it seems there’s no quick fix and if someone’s bragging how they always sail faster than their targets, good sailing may be part of it, but it’s just as likely to be that the instruments need calibrating and time should be spent developing the polars.

2. Calibration is king

There is no point in having targets if your boat speed is inaccurate. Good instrument calibration is vital, a daily task on top-level raceboats where crew are looking to get within +/– two per cent accuracy.

It’s unlikely many club level racers get consistently close to this target without regular calibration checks, yet what would people say to a designer claiming targets not even accurate to +/–2%?

The calculations that even the most basic system carries out rely on inputs from the log, compass and masthead wind sensor so the calibrations for each should be checked at least at the start of each season and probably more often.

2. Don’t believe the VPPs

Basic parametric VPPs (velocity prediction programs) often used to generate target boat speeds or ORC handicaps are not particularly accurate when compared with programs used for grand-prix boats using CFD (computational fluid dynamics) to simulate the flow of water around the hull. They may be under-predicting, so don’t be satisfied just because you are ‘sailing to targets’.

Also be very sceptical of comparing new models based solely on targets; you have no guarantee that they reflect the actual boat being considered.

3. Theory to reality

Even if very high-quality, a set of polars can only reflect the computer model they started with, and express it in a set of targets unique to that boat. A different displacement, sailplan, alloy or carbon rig, shallow or deep keel type, or crew weight, will lead to more or less different results.

If the targets weren’t created for your boat and configuration don’t expect too much from them, though they may be a good starting point. Output varies from program to program, and remember they aren’t set in stone, so amend your targets.

4. Good sailing

Even the best polars and instruments cannot substitute for natural sailing ability and, by getting to know your boat, you can build an invaluable guide for the helmsman and trimmers just from your own data.

Having good targets on a laminated sheet in the cockpit can put you in better shape than many more expensively equipped boats. However, eyes out on the racecourse and the competition is often more valuable than eyes down on the instruments.

5. Build your own polar diagram

Either start with targets for something similar or note your own performance expectations based on experience (eg, ‘7.2 upwind in 18kn is about right’) and then start paying attention and updating those numbers as you learn what works better – that’s what the pros are doing.

To establish a basic set of polars for your boat there are tablet apps (eg, iPolar) that can provide a starting point and, by noting actual performance from the log (boat speed, not GPS), a pretty accurate set of targets can be developed during the season for a range of wind conditions and sea state.

Mark Mills is a designer well known for winning designs such as Mariners Cove, Tiamat, Alegre, and production designs such as the King 40 and DK 46. Originally from California, Mills studied yacht design at the Southampton Institute, before launching his first design, Aztec, in 1996. Now based in Ireland, he was named 2009 Irish Sailor of the Year for ‘exceptional achievements’.

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POLAR STAR yacht NOT for charter*

63.4m  /  208' | lurssen | 2005 / 2022.

Owner & Guests

Cabin Configuration

• 1 Convertible
• Previous Yacht

Special Features:

• High Quality German Superyacht
• True expedition yacht with ice-class hull
• Large outdoor cinema screen for movies under the stars
• Well-equipped gym located on the bridge deck
• Quantum Zero speed stabilizers
• World-class chef
• Experienced crew

The 63.4m/208' expedition yacht 'Polar Star' (ex. Northern Star) was built by Lurssen in Germany at their Rendsburg shipyard. Her interior is styled by design house FM - Architettura di Interni and she was completed in 2005. This luxury vessel's exterior design is the work of Espen Oeino and she was last refitted in 2022.

Guest Accommodation

Polar Star has been designed to comfortably accommodate up to 12 guests in 6 suites. She is also capable of carrying up to 20 crew onboard to ensure a relaxed luxury yacht experience.

Onboard Comfort & Entertainment

Her features include sauna, elevator, gym, deck jacuzzi, WiFi and air conditioning.

Range & Performance

Polar Star is built with a steel hull and aluminium superstructure, with teak decks. Powered by twin diesel Caterpillar (3512B DITA SWAC) 1,379hp engines, she comfortably cruises at 12 knots, reaches a maximum speed of 15 knots with a range of up to 7,000 nautical miles from her 190,000 litre fuel tanks at 12 knots. An advanced stabilisation system on board promises exceptional comfort levels at anchor or on any voyage. Her water tanks store around 39,300 Litres of fresh water. She was built to Lloyds Register ✠100A1 SSC Yacht mono G6 (P) Ice Class 1D @ LMC-UMS classification society rules, and is MCA LY2 Compliant.

PRIVATE YACHT - "Polar Star" IS NOT FOR CHARTER

Sorry, motor yacht "Polar Star" is a strictly Private yacht and is NOT available for Charter. Click here to view similar yachts for charter , or contact your Yacht Charter Broker for information about renting another luxury charter yacht.

"Yacht Charter Fleet" is a free information service, if your vessel changes its status, and does become available for charter, please contact us with details and photos and we will update our records.

Polar Star Photos

NOTE to U.S. Customs & Border Protection

NOTE TO U.S. CUSTOMS & BORDER PROTECTION

Due to the international and fluid nature of the yachting business and the fact there is no global central industry listing service to which all charter yachts subscribe it is impossible to ascertain a truly up-to-date view of the market. We are a news and information service and not always informed when yachts leave the charter market, or when they are recently sold and renamed it is not clear if they are still for charter. Whilst we use our best endeavors to maintain accurate information, the existence of a listing on this website should in no way supersede official documentation supplied by representatives of a yacht.

Specification

M/Y Polar Star

SIMILAR LUXURY YACHTS FOR CHARTER

Here are a selection of superyachts which are similar to Polar Star yacht which are believed to be available for charter. To view all similar luxury charter yachts click on the button below.

62m | J.J. Sietas

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Come Together

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Rakstavägen 2, Tyresö, Stockholm, 13567, SE,

Tel: +46 101 302 123

Polar Pioneer

The MV Polar Pioneer has been reborn and will be reintroduced to polar waters starting in Svalbard 2022. Her excellent reputation for polar expedition cruising is due to her strength, manoeuvrability and size.

Polar Pioneer needs no introduction. She is a veteran expedition vessel with a proven track record exploring the polar regions. She returns in 2022 with a full refurbishment. We love this vessel because she was built for the polar regions and is a very strong and capable vessel to explore the ice with. She takes just 48 passengers offering the lowest group numbers in Antarctica and South Georgia.

She has a large deck space with raised areas making her perfect for photography. She features a large passenger saloon with bar, and an onboard sauna to warm up in after a day in the cold. She is crewed by a team of experts with decades of experience navigating polar waters, and is an ideal vessel for guests looking to go on a real expedition with an authentic expedition vessel.

There is accommodation for 48 guests across twins, triple cabins and suites. She is equipped with Zodiacs that can accommodate all guests for shore landings and exploring. The Polar Pioneer can transit open water crossings with ease and comfort due to its integrated dynamic water ballast system, which guarantees a great reduction of rolling in heavy seas. As a result, Polar Pioneer is among one of the most stable vessels currently in operations in the Polar regions.

Polar Pioneer is currently undergoing an extensive refurbishment. We can’t wait to share the new images with you shortly. The renderings in the gallery show how the interior will look like.

Cabin details

All cabins have outside portholes plus ample storage space. The spacious bridge is always open to us and the decks are ideal for viewing. There is a combined bar/lounge/library area stocked with a good collection of polar books. Polar Pioneer is not a luxury vessel as such but has been extremely popular amongst travel aficionados to the Polar regions. The accommodation is simple yet comfortable, and the meals are wholesome and uncomplicated. 

A small fleet of inflatable Zodiacs with outboard motors enable us to travel from ship to shore. The captain and crew are among the most experienced ice navigators in the world and their enthusiasm is legendary.

Optional adventure activities such as kayaking and camping are featured on many of her voyages. 

Cabin Description

Captain's suite.

Double bed in separate room, plus a foldout couch that can be used as a single bed; forward and port windows; lounge and table area; fridge; TV; DVD player and private bathroom with shower, toilet, and washbasin.

Double bed in a separate room, a foldout couch that can be used as a single bed; TV; DVD player; windows; desk; a private bathroom with shower, toilet, and washbasin.

Twin Private

Two lower bunks; desk; windows and private bathroom with shower, toilet, and washbasin. NB. Cabins 402 and 403 have an upper and lower bunk and a couch.

Twin Public

Two lower bunks; desk; small washbasin; ample storage and hanging space; couch and porthole. Showers and toilets are close by and shared with other Main Deck cabins.

Two lower bunks and one upper bunk; desk; small washbasin; ample storage and hanging space and porthole. Showers and toilets are close by and shared with other Main Deck cabins.

At a glance

Ship specifications.

Vessel Type:  Expedition Ship

Vessel Size: Small

Operator: Polar Pioneer Management

Length: 71.60 metres

Beam: 12.8 metres

Draft: 4.5 metres

Cruising Speed: 10 knots

Displacement: 2140 tons

Stabilisers: Active

Built: 1985

Refurbished: 2021

Registry: Cyprus

Vessel Features

• Highly experienced expedition staff, chefs and crew
• Ice-strengthened hull
• Triple, twin and suite cabins all with portholes or windows, and a choice of shared or private facilities
• Spacious bridge and decks, ideal for viewing the dramatic scenery and wildlife
• 24 hour ‘open bridge’ policy
• Fleet of inflatable Zodiacs ensuring easy travel from ship to shore

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How to read Polar Plots and True vs Apparent Wind Triangle

Explained easy

Below we explain the polar plot diagram in a very simple manner using a typical generic monohull sailboat. Once we explain it, we use the polar plot to generate a true wind / apparent wind/ boat speed triangle.

A racer friend said to me recently that when a decrease in true wind velocity is experienced on your boat, this is not a knock and conversely when an increase in true wind velocity is experienced this is not a permanent lift. This all assumed no change in direction.

This concept is not entirely intuitive because there are boat speed versus wind speed factors and wind triangles at play and nothing is entirely linear. It kinda turns your brain upside down thinking about it but my friend Jamie pointed out a little bit of logic  – a knock on one tack becomes a lift on the opposite tack. But if the wind direction does not change, with only a change in velocity  – then you can’t have a lift on one tack and a knock on the other tack. Ok, that makes sense – sort of!

If you’re unfamiliar with the terms lifts and knocks, see this blog article:

https://boating-knowledge.nauticed.org/lifts-and-knocks-in-sailing/

So I had to test it out on a polar plot to test the hypothesis that he is right. He is a racer and so that is why the hypothesis is ‘he is right” was proposed.

The following is a typical polar plot diagram of a typical monohull sailboat. The colored circular lines represent the boat’s speed at any given constant wind speed. The curves can be followed to see how fast the boat is going at any angle to the wind.

To test the hypothesis that the apparent wind angle stays the same when a true wind speed changes, what needed to be drawn was the True wind / Boat Speed / Apparent wind triangles at each true wind speed curve.

First, from the polar plot, at a specific true wind speed, you can determine the boat speed. You can then use this boat speed and true wind speed to create the wind triangle to find the apparent wind speed and the apparent wind angle.

What we found with this set of polar plots was that the apparent wind angle does not change for wind speeds of 4 through 10 knots. And even when the wind speed of 20 knots was applied only a few degrees of apparent wind angle was observed.

Thus, my friend Jamie is right. Jamie also goes on to say that a pure increase of decrease in true wind speed will happen exactly the same no matter what tack you were on – thus also proving that the change is neither a permanent lift or knock.

However, do note that this is for steady-state conditions. This means that after a wind change and the boat attains its appropriate polar plot speed, then the apparent wind angle will be as before. BUT, until the boat reaches its polar speed, immediately after a wind speed change, you WILL experience a temporary lift if the true wind speed increases or a temporary knock if the true wind speed decreases.

For example, if the wind speed increases, the apparent wind angle will move from a direction more in line with the true wind angle, thus you can turn the boat upwind a little to maintain an efficient apparent wind angle – this is the temporary lift. Once your boat speeds up to act according to the polar plot then you will have to turn back down wind a little.

The opposite is also true – if you experience a drop in true wind, your boat is then going faster than the polar plot and thus you will experience the apparent wind moving forward which appears as a knock. As the boat slows the apparent wind will move aft and back to its previous angle. In theory, you may or may not decide to bare away a little to keep the sails powered, or you may decide to hold your direction and allow the boat to slow with the decrease in wind – and thus hold higher than any other boats in the race who took it as a knock. But it is also impossible to tell if this was a constant direction decrease in true wind speed or a directional change as well. Thus, it is probably best to take it as a knock and watch the telltales diligently ready for a coming lift as the boat gets back on polar and thus keeping the sails powered.

Summary of the above? Sail the telltales! Oh and Jamie was right (in steady state)!

See also this article which uses an animation to show the boat traveling on a polar plot curve: How to read a Polar Plot for Sailboats

This is the polar plot diagram we used which uses a totally fictitious boat but is typical. Click the image to download a printable PDF .

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Polar 1900CC

• By Glenn Law
• Updated: September 21, 2007

The 1900 Center Console from Polar debuted last season to rave reviews from anglers. In fact, the demand for this sprightly 19-footer has been so high that we had a tough time finding one to test, but late last summer we managed to rendezvous with a 1900 at Boats Unlimited in Cape Coral, Florida.

Joining us was Denise Oyler, marketing director for Polar. Oyler also happens to have been chartering and fishing redfish tournaments in a Polar for the past several years, so we got a good, close look at the fishing features packed into this boat.

Our test boat was powered by a Yamaha 130-hp four-stroke outboard, although the hull is rated for power up to 150 hp. The 130 pushed the hull along nicely, topping out at 45 mph, and provided an excellent power-to-weight balance. It got us where we needed to go comfortably and quickly, yet still floated high when we drifted the grass flats to cast along the shorelines. The hull’s 17-degree variable deadrise provides both shallow-water access and enough of an entry to comfortably hit the reefs and wrecks offshore.

The high hull sides provide a good margin of security, and the padded bolsters make it comfortable to lean against the rail when fishing. The raised bow platform puts the gunwale just below knee level, and provides better visibility and casting distance. It’s a handy feature when fishing inshore waters.

The bow holds an anchor locker with a notched hatch for the rode. On the inboard bulkhead of the anchor locker is a trolling-motor power socket and a tilt switch for the outboard. The outboard can be raised completely out of the water for shallow drifting, or it can be lowered to assist in tracking when running on a front-mount trolling motor. The angler never has to leave the front casting platform to make the adjustment. Recessed cleats and a low-profile bow rail make for trouble-free fishing. The hatch in the bow platform leads to a large compartment that holds a ton of odd-sized gear. Since it drains overboard, it can also be used as a fishbox, with enough room to ice down kingfish or dolphin.

The 1900 is surprisingly well equipped to haul a lot of tackle. The standard setup easily accommodates 16 rigged outfits. The under-gunwale racks hold a total of four rods, two per side. There are four flush-mounted holders at the stern and two more amidships. Three more holders per side are molded into the console. The console is equipped with a molded-in front seat that conceals a release well with anti-slosh collar to keep the water where it belongs. It’s big enough to hold a couple of legal-size redfish. The backrest cushion on the front of the console drops down on a hinge to reveal a three-tray tackle locker.

The console is lag-bolted into the stringer system, and sits above the cockpit sole to provide extra toe room. The same inset conceals a string of cockpit lights that provide even and indirect illumination for night fishing. A hatch on the aft console wall opens to a large storage area. The control panel with waterproof switches for bait wells, pumps, lights, raw-water washdown and accessories is mounted on the inside of the hatch. The helm seat is a padded, 96-quart cooler that sits in a bracket. The bracket has a tilting backrest for forward or rear-facing seating.

A compartment in the starboard transom corner provides access to the batteries, which sit above the cockpit sole – and the waterline. In the port corner, a jumpseat doubles as a second bait well for holding shrimp or crabs. A center hatch leading to the bilge makes it easy to reach and service the pumps and plumbing.

The transom cut-out is flared slightly outward, providing just a little more cockpit space. This flare is part of the Hydra Lift transom, designed to rise on following seas and provide lift to the stern when backing down. A 72-gallon gas tank is standard.

After our look at the 1900, we find it no surprise that dealers are having a tough time keeping it in stock. It’s a solid, versatile package, and there’s no shortage of features aimed at making this a top-notch fishing boat.

Godfrey Marine, Elkhart, IN; (574) 522-8381; www.polarboats.com .

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