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Attessa IV is the most interesting conversion project in the 100m+ class. She started life as the 1999 Evergreen, a 92m Evergreen Industries (Taiwan) hull. Between 2007 and 2010, at a reported cost of around $200M, her owner Dennis Washington took her to Victoria Shipyards in British Columbia and rebuilt her: lengthened from 92m to 100.6m, complete superstructure replacement, full propulsion overhaul, and a Glade Johnson interior. The 2010 relaunch produced a yacht that is technically older than her launch year suggests and meaningfully better than a 1999 build has any right to be. She also remains one of the very few yachts of her size that has actually chartered, intermittently and quietly, since refit.
Specifications
| Spec | Value |
|---|---|
| LOA | 100.6m (330 ft) |
| Beam | 14.6m |
| Draft | 4.4m |
| GT | 3,604 |
| Year built | 1999 (as M/Y Evergreen) |
| Major refit / lengthening | 2010 at Victoria Shipyards |
| Builder | Evergreen Industries (original); Victoria Shipyards (rebuild) |
| Naval architect | Tim Heywood (refit lines) |
| Interior design | Glade Johnson Design |
| Class | American Bureau of Shipping (ABS) |
| Flag | |
| Guests | 12 in 6 cabins (configuration varies on charter listing) |
| Crew | 24 |
| Main engines | 2 x Caterpillar 3516B diesel, refit 2010 |
| Top speed | 16 knots |
| Cruising speed | 14 knots |
| Range at 14 knots | 6,500 nm (verified, owner-disclosed) |
The conversion story
The Washington Companies bought Evergreen in 2006 from her original owner, the Taiwanese shipping group of the same name. Evergreen was a commercial-coastal-style hull, built robust, designed for long-range work, and significantly under-finished by 100m+ yacht standards of the late 1990s. Washington's brief at Victoria Shipyards was to rebuild her as a long-range private yacht with a Pacific Northwest base, not to recreate a Med charter yacht.
The lengthening from 92m to 100.6m was accomplished by inserting an 8.6m midbody section. That section is where the additional crew accommodation, expanded engineering spaces, and most of the wellness deck volume went. Tim Heywood adjusted the exterior lines to make the lengthening invisible on profile. From most angles you cannot see the seam. From a head-on view you can.
The propulsion package was rebuilt around two new Caterpillar 3516B diesels with a Voith Schneider thruster system. The range figure (6,500 nm at 14 knots) is one of the strongest in the class and was the explicit point of the refit. Washington wanted to be able to run Alaska to Mexico without bunkering, and Attessa IV does that comfortably.
The interior
Glade Johnson Design, the Seattle studio that has worked on multiple Washington-family yachts, ran the interior. The aesthetic is American craftsman with maritime detailing, not European saloon-style. Heavy hardwood (oak and walnut), brass fittings, an emphasis on the views over the on-deck space. The library is a real library, not a marketing library, and it is one of the better rooms on the yacht. The art collection includes pieces by, rotated through the season.
The owner's cabin is on the bridge deck, with a private terrace forward. The four VIP cabins on the main deck convert into queen or twin configurations. The dining saloon seats 14 indoors and 18 outdoors on the sundeck.
Charter status and history
Attessa IV has been listed for charter at various points since 2012 through different central agents. As of May 2026 she is not openly marketed for commercial charter through the major brokerages, but private inquiry channels have produced charter weeks in past seasons (we are aware of confirmed charter weeks in summers 2019, 2021, and 2023).
The pattern of charter availability on Attessa IV is unusual. When she does charter, the rate has reportedly been in the $1.2M to $1.5M per week range (low season to peak, as of October 2023) plus 30% APA, with the principal cruising ground being Alaska in summer and the Pacific Mexico coast in winter. She does not run Mediterranean. She does not run Caribbean. That alone disqualifies her for most charter inquiries.
If you are not specifically wanting Alaska or Mexico in the 100m+ class, do not chase Attessa IV. The repositioning cost from her Pacific Northwest base to either the Med or the Caribbean is not commercially viable for a single charter week, and Washington has not historically run her on speculative repositioning.
What works on Attessa IV
The range. The 6,500 nm at 14 knots is the strongest figure in the 100m class outside of the explorer-purpose-built yachts. For long-range Alaska or Patagonia work, that figure changes the trip from a logistics problem to a non-problem.
The volume per guest. 3,604 GT for 12 guests gives her one of the highest GT-per-guest figures in the class. The cabins are large. The communal areas are large. There is no crush.
The build quality of the 2010 refit. Victoria Shipyards has been doing Canadian naval refit work for decades, and the engineering standards on the refit reflect that. The 14 years since refit have produced a comparatively short snag list, by reputation.
The crew. The crew tenure on Attessa IV is among the longest in the 100m+ class. Captain has been with the yacht since, and the chief stew has been aboard since. If you charter the yacht, you charter the team, and the team is the point.
What needs work
The maximum speed. 16 knots top speed and 14 knots cruise is light for a charter yacht in 2026, even allowing for the range trade-off. On a Med itinerary the speed would constrain the daily-mile budget. On her actual cruising grounds (Alaska, Mexico) it does not matter.
The single helipad. Attessa IV has a single touch-and-go helipad on the foredeck. For Alaska work where heli-fishing and heli-hiking are part of the brief, two helipads or one certified pad would be the better answer. The geometry of the foredeck makes the upgrade structurally expensive.
The interior aesthetic. We do not personally object to the American craftsman language, but for a European charter client who is used to Sinot or Reymond Langton, Attessa IV will read as dated. She is not dated, exactly. She is just from a different design tradition. Worth knowing before you charter.
The lack of beach club. Glade Johnson's 2010 design predates the beach-club convention that became standard on 90m+ yachts after 2015. Attessa IV has a swim platform and a transom door, not a beach club. For Alaska work this is a non-issue. For warm-water work it is a small but real disadvantage.
Comparable yachts in the class
If Attessa IV is appealing but the Pacific Northwest restriction rules her out, the closer comparators are:
- M/Y Octopus (126m Lürssen, 2003, multi-stage refit including 2021): the better-known global-range yacht in the same generation, now active on charter via. Read our Octopus charter record analysis for the comparison.
- M/Y Cloudbreak (73m Abeking, 2016): smaller, more recent, the dedicated explorer-yacht alternative for ice and ski work. See our Cloudbreak profile for the dedicated charter analysis.
- M/Y Ulysses (116m Kleven, 2018): the closest current-generation match for global-range work with similar volume.
Frequently asked questions
Where is Attessa IV based? Her home base is Victoria, British Columbia, with seasonal moves to Ketchikan, Juneau, and as far south as Cabo San Lucas. She is one of very few 100m+ yachts that does not run a Med or Caribbean season.
Can I tour Attessa IV at a boat show? Attessa IV has appeared at the Fort Lauderdale International Boat Show only once since refit, and at Monaco never. She is not on the show circuit.
Who is the central agent for Attessa IV charter?
Is Attessa V different from Attessa IV? Attessa IV is the current yacht. The prior Attessa (sometimes called Attessa III in earlier press) was a smaller predecessor. Attessa V is not a yacht we are aware of as of May 2026.
How does she compare to Octopus on charter? Octopus is more openly chartered, has broader cruising grounds, and is a more conventional charter yacht. Attessa IV is a better long-range private yacht that occasionally accepts charter. If you want Alaska, Attessa IV. If you want flexibility, Octopus.
Verdict
Attessa IV is the right yacht for a 100m+ Alaska charter and the wrong yacht for almost any other 100m+ charter brief. She is not on the brokerage market, not on the standard charter circuit, and not on the show calendar. She is a useful reference point for two reasons. First, she is the best executed conversion in the class, and a useful argument that a 1990s commercial hull plus a 2010 refit can compete with new builds. Second, she is the closest thing the West Coast US market has to a flagship, which is itself a comment on how Mediterranean-centric the rest of the 100m+ market remains. If you are chartering on the West Coast, she belongs on the shortlist.
If you want a 100m+ Pacific Northwest charter week, the inquiry path runs through her management office rather than the open charter market. If you want a 100m+ charter for any other destination, Madsummer and Flying Fox are the more sensible starting points.