riva yacht tara

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TARA Yacht for Sale

75' ocean voyager | 2021 | $1,150,000.

• Yachts for sale
• motoryachts
• ocean voyager

Last updated Mar 21, 2024

Tara Boat | 75' Ocean Voyager 2021

2021 Ocean Voyager Long Range TARA is a rock-solid expedition yacht, easily managed by two crew, and built for an experienced cruising couple using the following mandates:

· Built for tough conditions

· Self reliant

· High efficiency in all functions

· Low fuel consumption at practical offshore cruising conditions

· Very low maintenance do to durable material choice and system access

· Very well insulated for hot and cold conditions

· Very large area for solar charging system (1600 watts)

· Well insulated engine room for sound reduction

· Practical redundancy with twin engines and electrical systems

· Shallow draft allowing more navigation and anchoring possibilities

· Low windage as practical for less drift and more stability

· Easily maneuvered in marinas, spin in it’s own length

· Inside and outside helm

· Oversize anchor gear

· Comfortable interior for long term living

· Large open back deck for minimum 12’ tender

· Spacious outside seating area doe living and dining

· Easy aft water access

The naval architecture was done by Ulf Rogeberg, and incorporates an extremely efficient sailboat hull form for cruising under power. With twin 150hp diesels that provide a 9 knot cruising speed burning an astonishing 3.5 gallons per hour. (using only about 160hp of the 300 total horsepower available) At eight knots, TARA can cruise non-stop from the Caribbean to New England. In the transition to ecologically conscious yachting, TARA is leading the pack.

The hull and deck are resin infused foam-cored fiberglass, molded by a prestigious New England shipyard, one of the finest composite shipyards in the US. All exterior and interior design and completion was done by Ocean Voyager. TARA’s superstructure is a custom welded aluminum that has been left natural. While there is no such thing as a maintenance-free vessel, TARA is very close to that ideal.

For a short-handed crew or cruising couple, it is worth noting that TARA easily spins in her own length with a powerful thruster and the rudders sited well aft of the center of effort. Comportment around marina docks is far better than most 70+ foot yachts.

TARA’s interior is bright and open, finished off in Herreshoff style with mahogany trim and white panels, Sisal carpets, large windows and white headliners. Headroom is generous throughout. Her exterior offers a very large covered seating /dining area, a 12’ Ternder storage with crane, comfortable water access, and both very spacious lazatette and forcastle

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by Northrop & Johnson Yachts-Ships LLC (RI).

Denison Yacht Sales offers the details of this yacht in good faith but can’t guarantee the accuracy of this information nor warrant the condition of this boat for sale. This yacht for sale is offered subject to prior sale, price change, or withdrawal from that yacht market without notice. She is offered as a convenience by this yacht broker to its clients and is not intended to convey direct representation of a specific yacht for sale.

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Tara HIGHLIGHTS

• Yacht Details: 75' Ocean Voyager 2021
• Location: Annapolis, MD
• Engines: VOLVO
• Last Updated: Mar 21, 2024
• Asking Price: $1,150,000
• Maximum Speed: 12.5 kn
• Max Draft: 5' 6''

Tara additional information

• Cruising Speed: 9.5 kn
• Beam: 18' 6''
• Hull Material: Fiberglass
• Fuel Tank: 1 x 640|gallon
• Fresh Water: 1 x 560|gallon
• Holding: 1 x 40|gallon
• Single Berths: 4
• Double Berths: 2

Name: TARA Type: Expedition Builder: Ocean Voyager Year: 2021 Hull No: Custom LOA: 22.86 M/75’00” LOD: 21.34 M/70’00” Beam: 5.65 M/18’06” Draft: 1.67 M/ 5’06” Gross Tonnage: 57GT Displacement (Fully Loaded): 34 tons/30,800 kg Hull Material: Vinylester resin Divicell Foam core Hull Configuration: Displacement Superstructure: Aluminum Alloy Decks: Vinylester resin Divicell Foam core Flag: Antigua and Barbuda Naval Architect: Ulf Rogeberg Exterior Designer: Ocean Voyager Interior Designer: Ocean Voyager Main Engines: 2 x Volvo D3-150 hp (112kW) EPA tier II engines Max Speed: 12.5 kts Cruising Speed: 9.5 kts Range: 1,400 nm Guest Accommodations: 8 Guests in 4 Staterooms Crew Accommodations: 2 Crew in 1 Cabin

Interior finished in Antique White composite, with Dark African mahogany joinery, composite panel ceilings and vinyl sisal carpets. Interior is roomy, light and spacious with high ceilings. Although fully air conditioned, natural ventilation may be preferred with appropriately located hatched and portlights.

ARRANGEMENT:

• Large, full beam aft master stateroom with king size berth, Theford electric toilet, en suite head, desk, closets and storage, opening hatch, two opening portlights with two hull windows. Closets and drawers for storage.
• Two additional staterooms with upper and lower bunks (starboard and port location) with shared heads. Closets and drawers for storage.
• Queen berth cabin to port with en-suite head, and shower. One double berth cabin to starboard, with upper bunk, en-suite head and shower.
• All shower and sinks hardware high polished Italian hardware.
• All heads have multiple storage, cabinets and mirrors.
• 3 black water tanks (40 gallons each) with Whale discharge pumps for pump out.
• All staterooms 6’7 (2 m) Galley 10’ (3 m ) salon 7’ (2.2 m)

Galley (Mid-Ship):

• Large stainless galley on the starboard side with a 6 to 8 person dinette opposite.
• Double stainless steel sink with carbon filter drinking water faucet
• Dickinson stainless steel LPG stove with oven and broiler, 3 burners
• Sea frost 24vdc refrigerator with custom stainless box and plastic shelves
• Sea frost 24vdc freezer with custom stainless box and custom cutting board top.
• Microwave Panasonic

Dinette (Mid-Ship):

• Opposite of the galley on the Port side is a U-shaped dinette with a table (aluminum and mahogany) and seating upto 8
• TV 55’ Samsung

Pilothouse:

• Raised salon with an “L” shaped settee to port, and the lower inside helm station to starboard. Seating up to 6, with aluminum/mahogany coffee table
• Pilothouse Helm control station with Plotter, VHF, joy stick controls, Volvo engine controls, and Stabilizer controls
• On Port 30 gallon 240 VAC stainless hot water heaters
• Starboard Norsap adjustable helm chair
• Splendid washer/dryer
• 3 x diving tanks
• Very large lazarette that houses the Steering gear, Steering pump, watermaker, crane hydraulics, and multiplestorage areas
• California Air (hookah compressor) with hookah hoses and mouth piece

Forecastle:

• Very Large Focastle houses spare anchor, 8 (covered) bumpers, mooring lines.
• Thruster batteries, windlass batteries and charger

Deck Seating Area:

• Outside seating for 12, with Folding dining table for 6/8, sunbrella, closed cell foam cockpit cushions
• This is protected from the sun by a 12’ (3.65m) x 12’ (3.65m) hard, aluminum framed awning, which supports the (5) 320 Watts solar panels

TARA’S naval architecture was done by Ulf Rogeberg who is noted as the original Deerfoot designer; he pioneered the use of a canoe-body shape as the most easily driven hull form. His sailing yacht designs carried relatively short, easily managed rigs yet outperformed larger yachts that required much more sail handling. TARA brings that concept into cruising under power with two relatively small (150 HP) diesels that provide a 9.5 knot cruising speed burning an astonishing 3.5 gph. At 8.0 knots, TARA can cruise non-stop from the Caribbean to Maine. In the transition to ecologically conscious yachting, TARA is leading the pack.

• Hull and deck; Vinylester resin Divicell Foam core, 1 14” deck and 1 7/8”hull
• Carbon stringers 6” X 2”
• Resin infused (scrimp system) hull and deck
• PPG epoxy and linear polyurethane paint system
• Aluminum pilothouse, 1/4” plating and framing, spray foam polyurathane insulation
• Aluminum fuel tanks ¼ inches plate
• 4 3/8” polyethylene water tanks
• Vessel was heavily constructed and insulated for Northern latitude cruising
• Tonnage : 57 GT
• Net Tons : 51 T
• Displacement tons: 34 tons/30,800 kg
• Fuel Capacity (2 x aluminum 1/4” tanks):2,422 L / 640 USG
• Fresh Water Capacity (4 x heavy 3/8” polyethylene tanks): 2,220 L/560 USG
• Water Maker: 1 x 1,500 L/p/D / 400 USG/p/D
• Black Water: 3 x 150 L/p/D / 40 USG/p/D
• Speed / Consumption p/h / Range / RPM
• Maximum: 12.5 kts / 5USG/p/H / 1,200 nm / 3,000
• Cruising: 9.5 kts / 3.5 USG/p/H / 1,400 nm / 2,300
• Economical: 8 kts / 2.5 USG/p/H / 2,000 nm / 1,700
• Main Engines:2 x Volvo D3-150 hp (112kw) EPA tier II engines
• Engine Hours: 100 
• Engine Controls: Volvo
• Generator: 16kW Northern Lights (mechanical)
• Generator Hours: 125 (October 2021)
• Stabilization: Active hydraulic stabilization: Kobelt actuators with 7.5 sqft fins, powered by generator mounted 10ga/minute hydraulic pump with 24 VDC Ogura clutch, an 8 gallon reserve oil tank with filter and sight gauge
• Thruster: 10” Side-power 24 VDC with 2 x 240amp/hr dedicated AGM batteries for thruster and windlass, charged by 30amp/120vac Simplex dedicated charger
• Propellers: blade Michigan DQ propellers on 1/34” Aquamat shafts
• Steering: and manual steering: Kobelt 24 VDC HPU200 with 24 VDC autopilot solenoid for power steering and upper helm Kobelt 7005 manual steering pump with a 3 gallon reserve oil tank with filter and sight gauge, plus a Lewmar steering wheel
• Filtration: Dual Racor for each engine with/crossover
• Rudders: 3” solid rudder shafts with Kobelt tiller arms and steering ram and tie-bar (shafting above rudder bearing machined to 2”) double lip shaft seals and heavy upper thrust roller bearing. Heavy welded steel plate rudders
• Oil Pumps: Reverso oil change pump 24 VDC
• Controls: Dual control station w/ wheel at upper station and Kobelt joy stick steering at upper and lower station
• Water Pumps: Dual 24 VDC fresh water pumps with pressure tank
• Fire Suppression System: 380 cu/ft Seafire Novec automatic/manual fire suppression system for engine room
• Output/Electricity: 120/240 1 phase 60hz system
• Panels: Custom dedicated electrical distribution panels w/ fiber optic lighting, isolated 110v inverter distribution panel
• Monitoring System: Mastervolt distribution and monitoring system
• Solar System: 2000 watt system with circuit protected joiner box, consisting of 5 x 320 watt panels on the sun awning, and 1 additional 320 watt panel on the foredeck. Capable of 75 amps at 24 vdc at peak power. Basically will run all domestic functions except hot water and HVAC in most weather conditions
• Solar Controller: Outback 80 amp solar controller
• Chargers:2 x inverter chargers: dual Magnum 4000watt inverter from 24vdc and 120vac 120amp battery charger
• House Batteries: 8 x 460 amp/hr 6vdc ROLLs L/16 lead acid
• Start Batteries: Dedicated start batteries for each main engine and generator and Anchor windlas/thruster
• Lighting: Interior and exterior is 100 % LED lighting
• Shore Power: 50 amp shore power with 50’ cable
• Air Conditioning: 5 x Dometic reverse cycle marine air conditioners 2/12,000 btu, 2/6,000 btu, 1/10,000 btu with 4 Cal Pump cooling pumps
• Sprectra Watermaker: 400 ga/day Spectra 24vdc watermaker
• Radar: Simrad HALO 64mi radar
• Plotters: 16” Simrad EVO 3 plotter with integrated autopilot, chirp sounder and Halo radar 12” Simrad EVO 3 plotter with integrated autopilot, chirp sounder and Halo radar
• Alarm: Wireless bilge alarm
• EPIRB: ACR global fix EPIRB
• ICOM: Icom m242g GPS
• AIS: Simrad AIS class B
• Display: Kobelt color stabilizer control/display
• Flybridge: 9’ X 9” with a composite console/helm station. 2 person helm seat and awning
• Anchors: 175# Lewmar claw anchor 75# Rocna anchor plus 250 feet of 1 inch nylon rode Stainless bow roller ½ inch plates with dual nylon anchors
• Anchor Chains: 350 feet 7/16 G4 chain
• Anchor Winch: Lewmar 3500 24vdc
• Crane: Nautical Structures HMC 1100 pound capacity with 3 function hydraulics, boom up/down, 350 degree rotation, winch up/down, 120vac, cable remote control
• Lifelines: Dyneema
• Pilot House Windows: Double glazed tempered pilothouse windows (two layers nitrogen fill) 3/8 tempered glass
• Hatches: 6 x stainless steel Pompanette deck hatches with Oceanaire privacy/bug screens
• 1 x Lewmar (aft)
• 1 x large custom fiberglass lazarette hatch
• Chocks: Custom dinghy
• Tanks: Dual large LPG tanks with crossover valve, galley remote solenoid control, and vented LPG storage
• Swim Platform: Aluminum swim-platform with composite deck, swim ladder, and dinghy dock
• Bollards: 4 x large 14” stainless
• Cleats: 4 x 12” stainless cleats
• Rub Rail: Hard poly rub rail w/ stainless half round
• Navigation Lights: LED

Tenders: 12’ Highfield alloy inflatable rib with heavy plastic/ teak style sole, storage locker, double floor, Dyneema lifting harness, 20hp Yamaha outboard

Exclusions include all of Owner's personal effects. A detailed list of inventory and exclusions will be provided upon request.

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Riva’s First Superyacht

• By Diane M. Byrne
• Updated: July 28, 2020

In the early 1950s, a young man enthralled with his father’s boatbuilding company took over the family business. As sometimes happens when new generations step in, he wasn’t content to do the same thing his father, or his grandfather, had done. Strong ambition persuaded him to design and build pleasure boats, as opposed to the racing and commercial boats of the shipyard’s past. What’s more, he continuously wanted to outdo himself, focusing on creating motoryachts that were more than boats, as well as status symbols.

While the young Carlo Riva succeeded in all of this after taking the helm of Riva, there’s perhaps no better example of his driving ambition than the period from the mid-1960s into the 1970s, when he launched three limited series of motoryachts.

Not only were their steel hulls a marked change from the glistening mahogany of their sisterships, they were also far larger. The Atlantic series, at 88 feet, and the Caravelle series, at 74 feet, were astoundingly large for their eras. Between their style and the fact that they were faster than many other yachts at the time, they helped Riva find several clients.

More than 50 years later, the spirit of these series lives on with the Riva 50-Meter. It’s the first model in the Riva Superyachts Division and the second Riva constructed entirely of aluminum. At 160 feet, 9 inches length overall, she’s larger than any previous launch from the boatbuilder, but she upholds many of the same principles her predecessors established.

“She is full of personality, exactly like any other Riva yacht,” says Sergio Beretta, CEO and co-founder of Officina Italiana Design, the studio responsible for every modern-era Riva. “It is essentially a true connoisseur’s boat. In a nutshell, it is chic, and that is the whole logic behind it.”

Mauro Micheli, chief designer and co-founder of Officina Italiana Design, agrees. “It is certainly a boat with a very different character to its siblings” because of the LOA and four decks, he explains, “but references to Riva’s signature styling are a constant.”

That styling is well-known and detailed. For instance, Hull No. 1, Race, shows off varnished mahogany and stainless-steel handrails, complementing the metallic painted surfaces. Even the yacht’s wing stations have these handrail details. The richness of the high-gloss wood serves as a reminder that “artisanal craftsmanship is at the very core of each project,” Micheli asserts. “The handrails are the fil rouge [French for common thread] of the yacht.”

Further to the styling’s influences, Micheli mentions the Caravelle line, conceived in 1964. Its uncluttered, simple elegance inspired the team working on the 50-Meter. Though more angular than today’s yachts, the Caravelle had long lines and a proud bow—two timeless characteristics.

“They are the kind of lines that don’t necessarily set out to dazzle but still capture attention with their sheer simplicity,” Micheli says.

For the Riva 50-Meter, the studio focused on classic yet sleek lines. “Race has a great personality,” he says. “She has three straight lines that define each level. The design is clean. We refuse overworked, elaborate and redundant lines.”

Amid these lines are some of the owner’s particular requests. “He wanted lots of light and to enjoy the external panoramas,” Micheli says. While every Riva—indeed, every large yacht—these days incorporates large glass ports, Race’s owner felt it was especially important for the 50-Meter to have them, notably along the main and upper decks. Additionally, in an interesting twist on an indoor-outdoor area, the covered alfresco dining area aft on the upper deck has slide-open glass to each side.

In terms of the open alfresco areas, meanwhile, the owner wanted a front-row seat for when he was approaching shorelines. This explains why Race has cozy seating and viewing spots at the bow and up on the sun deck. Yet another request outside, for similar reasons: a walk-around hot tub and sun pads aft on the upper deck. The owner envisioned standing back here as Race entered a marina and tied up stern-to.

Inside is a relatively customary arrangement, with accommodations for 10 to 12 guests in five staterooms: a main-deck master and four guest staterooms below. However, the owner did request that the galley go belowdecks, with a dumbwaiter connecting it to each of the upper levels. The relocation of the galley permitted more room for the master stateroom.

With Hull No. 2 in the 50-Meter series under construction, Riva is poised to make its mark in the superyacht sector. Larger models are coming too, with the biggest being the 90-Meter (295 feet).

And while Carlo Riva didn’t live to see the 50-Meter launch, having died at age 95 in 2017, there’s no doubt he’d be proud. “The first time that engineer Carlo Riva saw the renderings of the first Riva 50-Meter mega-yacht, he said, ‘I’d like to try and cruise on her,’” Micheli recalls.

Perhaps the once-determined heir to the family business is doing that in spirit.

Take the next step: riva-yacht.com

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Reinventing Iconic: On Board the Riva 110 Dolcevita

Iconic style on a larger scale – Riva brings the feel of its famous runabouts to its 33.5-metre superyacht. Risa Merl learns how...

Since Brigitte Bardot was first spotted on board her Riva Super Florida Nounours off Saint-Tropez in the 1960s, the Riva brand has been synonymous with glamour, speed and classic good looks. It’s a heady combination that has earned the Italian builder a loyal fan base. Vintage Rivas are so legendary, in fact, they are some of the few yachts to increase in value as they age – the last wooden-hulled Aquarama to be built was sold at auction for $975,000 (£763,000) nearly 40 years after its launch.

The question was, as Riva moved into building fibreglass motor yachts in the 2000s, could the style, grace – and success – of a classic Riva ever be replicated on a larger scale? The builder’s latest fibreglass flagship, the 33.5 metre 110' Dolcevita, is specifically designed in the hopes of answering this query with a resounding yes.

“Bringing the iconic Riva styling into a larger boat was the target since the beginning of the project,” says Giordano Pellacani, head of sales and marketing at Riva, under the Ferretti Group umbrella. “If you look at the previous [large] Riva models, they were not exactly in that style.” The Dolcevita is a step up from the 29.9 metre Corsaro model that, while good-looking in its own right, did not carry forward the trademark Riva styling to the same extent that the Dolcevita aims to.

Riva embarked on a thorough review and development process, spending twice as long in the planning phase as they usually would on a project. “We interviewed many customers and found they wanted something that reminded them of smaller Rivas, with attention poured into our classic details – but on a megayacht,” Pellacani says, referring to Riva’s trademark use of mahogany wood, gleaming stainless steel and rich leathers. These features loom large on the Dolcevita, but with a modern twist. The team at Officina Italiana Design – the exclusive designer of Rivas since 1994 – was inspired by classic Rivas but was careful not to create a retro boat. The new Dolcevita had to perfectly balance modern styling with the timeless luxury that clients associate with Riva.

“Riva design centres around clean, spare lines, resulting in elegant boats,” says the CEO of Officina Italiana Design , Sergio Beretta. “The 110' Dolcevita is in the spirit of Riva tradition. The lines are clean and elegant, including throughout the model’s interior, where the style was personalised to suit the owner’s requirements.” With an integrated flybridge and a silver-grey paint job, the 110' Dolcevita has a sporty look. Gaze closer, however, and you’ll notice sinuous exterior lines that are detailed yet well-balanced, providing just enough handsome Riva styling while meeting the design team’s maxim that less is more. The black windows on the main deck form a continuous band, a feature that defines the exterior but is best appreciated from inside, where such glazing allows for 270-degree views.

“The saloon has unusual windows that run for most of the yacht’s profile, creating a sense of visual space and breadth aft because there is no structure,” says Mauro Micheli, chief designer of Officina Italiana. “From an engineering point of view, it was an interesting challenge. The idea was, how can we give something to owners that no one else has in this size range? You might see windows like this on a much larger yacht, like Vava 2 or Musashi . But how could we create this atmosphere on a smaller yacht? When we told the engineers what we wanted, they said, ‘You’re crazy’.”

To conjure up an open feeling reminiscent of a Riva runabout inside a superyacht was no small feat. Riva’s engineers devised a “spider structure” that allowed for huge windows supported by minuscule mullions. Four transversal and four longitudinal pieces of stainless steel combine to make a frame that is attached to the hull, supporting the stress of the yacht and connecting the hull and superstructure. The result is what Pellacani calls “the crystal palace” – a light-filled interior with seamless windows, remarkable indoor-outdoor continuity and panoramic views.

The abundance of glass lets in massive amounts of light to the wood-filled interior, illuminating the high-gloss joinery. “We used a lot of wood, as per Riva tradition, but in this case we went for rosewood,” Micheli says. Rosewood is similar to mahogany, but has darker veining and a dense grain that makes it very durable, and the wood takes a polish well.

For 70 per cent of its boats built these days, Riva uses pre-engineered woods to avoid mistakes, knots or misalignments showing in the veneer. “For Dolcevita, we opted to use real wood and keep the defects in, we wanted to see them, then apply our love of detailing,” Pellacani says. “We use more material this way – because sometimes you need quite a big piece for the furniture – which is reflected in the price point.”

The wood is refined by a team of in-house carpenters, the same craftsmen who work on smaller Rivas. Real wood, in all its natural glory and coated in gleaming varnish, certainly elicits the richness of a classic Riva launch. Deckheads are raised and the ceiling inset with shining rosewood, which gives a warmth to the spacious saloon.

To complement the light-reflecting rosewood, Officina Italiana Design brought in a pale-grey matte finish for the walls, which matches the light grey sofa. The interior has an understated elegance. Classic nautical materials combine with modern furnishings, such as the glass dining room table paired with leather and stainless-steel chairs. “There are a lot of details in leather and stainless steel that is the leitmotif for the interior and exterior,” Micheli says. The Riva branding is signalled in this and in more literal detailing, like the curved silver door handles imprinted with a Riva logo.

Nine Dolcevita hulls have been sold so far, heading off to locations ranging from Asia and the Middle East to Europe and the US. Half of those owners already have a smaller Riva and were looking for something to represent their love of the brand on a bigger scale. Hull five was the first to be seen by the public at the Monaco Yacht Show last September; the first four were delivered quickly and are being enjoyed by their owners. The new offering seems to appeal to both to Riva loyalists and to those looking for interesting amenities in a smaller package.

Feedback from one owner, who was looking for “big boat features but on a smaller scale” inspired Dolcevita’s unusual layout. While nearly every large yacht has the guest passageway to starboard and the crew to port, this Riva has the hallway leading to the full-beam owner’s cabin on the port side.

“We looked at our bigger 40- to 50-metre boats, and one of the things they must have is a dayhead near the main saloon, because owners throw dinner parties and do not want people in the guest cabins,” Pellacani says. “So we decided to have a very large dayhead on the left side of the main deck.” This dayhead is tucked under the port-side superstructure, set in a wide hallway just before the door to the owner’s suite.

Like the saloon, the master cabin is adorned with rosewood, grey soft goods and carpeting, and chocolate-brown leather chairs. Stainless-steel details also decorate the raised ceiling and are used for the wardrobe door handles. A smoked glass wall across from the bed adds depth and conceals a television. This recurrent theme of “Riva details”, reaffirming the yacht’s ties to its heritage, is carried through into the guest cabins as well. Four are found below, with the layout customisable. The owner of hull five opted for three VIPs and one cabin with twins and a Pullman berth. The rosewood details are even seen in the guest bathrooms.

Exterior spaces aim to recreate the feeling of flying jauntily around the harbour on a much smaller Riva. One such space is the foredeck lounge, accessed via a stairway leading forward from the starboard side. This sunpad-laden spot encapsulates the feeling of sprawling out on the back of an Aquarama, but with even more comfort. The foredeck lounge can also be customised to the owner’s wishes: this one has a rumble seat all the way forward, while another Dolcevita has a spa pool built on the bow.

The stylish helm stations bear the hallmarks of a classic Riva with more wood, leather and stainless details. A second helm is found on the sundeck, which also brings in carbon fibre detailing in the hardtop.“The Riva tradition also is for the exterior area to have a lot of details,” Pellacani says. This presented another challenge, as all the exterior elements of the yacht – from the ceiling of the flybridge to the inside of railings to the bases of (fixed) deck furniture – are painted to match the hull and perfectly polished and flawless to meet Riva’s standards. “It’s very expensive and very detailed, and to paint these items and protect them from scratching during construction is challenging.”

Intense attention to detail is what makes Riva stand out, for instance installing screws and then painting their heads in the same colour as the hull. So it makes sense when Beretta says, “We don’t think of 110' Dolcevita as a ‘superyacht’ – she is simply a yacht built in the spirit of iconic Rivas.”

Iconic is an overused word. Many claim it, yet few are truly deserving. The undoubtedly iconic Riva runabouts like Ms Bardot’s are an exception. Only time will tell if the 110' Dolcevita will reach such legendary heights. So far she is certainly making Riva fans sit up and take notice – and place their orders, too.

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How Riva Became The Ultimate Italian Luxury Yacht Brand

These beautiful boats have been favored by everyone from Sophia Loren to George Clooney.

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Riva has always been at the top of the Richter Scale of cool. The wooden Italian speedboats ooze glamour and sophistication, especially when they were so famously owned and graced by the likes of Brigitte Bardot, Alain Delon, Sophia Loren, and power duo Richard Burton and Elizabeth Taylor–the mid-century equivalent of Jay-Z and Beyoncé.

Even today, the myth of Riva isn’t just era defining, it’s place defining. To illustrate this, is it possible to picture St. Tropez without sun worshipers celebrating on a Riva boat, or can Lake Como be complete without George Clooney plying its waters in a Riva, evoking a modern day Carey Grant?

Beyond the irresistible jet-set imagery of the Riviera of the 1950s and ‘60s, Riva boats still command smiles and drools today with their contemporary models. And that’s the brilliance of Carlo Riva. Carlo was the great-grandson of Pietro Riva who, 177 years ago, founded the namesake company on Lake Iseo in northern Italy. 

Similar to its larger and more famous brothers Lake Como and Lake Garda, the tip of Lake Iseo sits at the foot of the Alps and is surrounded on both sides by screensaver-worthy countryside, villages and vineyards. It’s a place that begs James Bond to chase villains or seduce women on something as appropriate as a shiny mahogany speedboat.

Here in the town of Sarnico, Carlo followed in the footsteps of his father who, after having apprenticed under the original paterfamilias, slowly transitioned Riva from a maker of transportation and passenger craft to pleasure and power craft.

When it was his turn to take the helm, however, Carlo broke with tradition and transformed the small family business of made-to-order powerboats into a global industrialized powerhouse. He did this by looking to the American company Chris-Craft, emulating its processes, but also taking it a step further.

At the time, Chris-Craft was the Cadillac of runabouts – they defined a product and a style. They were handsome, powerful, reliable, and attainable by the burgeoning upper middle class. If Chris-Craft was to Cadillac, it seemed, then Riva would be to Ferrari.

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Carlo was very perceptive to the growing demands of a post-war Europe flush with prosperity, and excelled at capturing the collective zeitgeist. He knew there was a market for his vision and so with the boldness of a Caesar, he took a massive risk and built a new ultramodern (not to mention incredibly cool) boatyard on the lake shore – a working monument that still serves as the company’s headquarters today.

Although Carlo implemented a modern assembly-line approach to Riva boatbuilding – a process that changed the fortunes and the future of the company, he never sacrificed the family’s legendary attention to detail (such as aligning every screwhead horizontally, for example). 

Even more significant, Carlo became a leader in marine design and application, making his boats not just practical and beautiful but also innovative. This melding of state-of-the-art methods with old-world craftsmanship, combined with Carlo’s innate mastery of image building, propelled Riva to almost immediate international prestige.

As the Italians do so well, Carlo was able to imbue his brand with an intangible essence that evoked all that was desirable. A Riva wasn’t just a luxury boat, it was a lifestyle statement that represented the epitome of la dolce vita. To own a Riva was to live the good life.

In keeping with Carlo’s vision, Riva continues to embrace the latest in modern technology when it comes to building its boats today, with a model line that has grown to include personal speedboats as well as seaworthy yachts. Just as important, Riva also maintains its fastidious attention to detail and infuses each craft with a uniquely Italian spirit.

The signature visual features of a Riva boat and, by extension, the Riva brand are the strips of polished mahogany covering the bow and stern (still finished with 22 hand-applied coats of special glossy sealant) and the famous Riva turquoise blue upholstery. The mahogany details are still present in modern Rivas, although most now sport other upholstery colors than turquoise. Nevertheless, this proprietary shade of seafoam blue is as intertwined with the brand as rosso corsa is with Ferrari.

To visit the boatyard in Sarnico is a pilgrimage in the motoring world, especially for those obsessed with this iconic brand – like me. Treating my special invitation like a golden ticket, I arrived at this hallowed space floating on a cloud. Even more fortunate, it was a Sunday morning when the facility was closed and I was getting a personal tour from the company’s resident historian.

“Here is the first Aquarama,” he says, pointing to the most legendary of all Riva models. “This is Serafino Riva’s (Carlo’s dad) first racing boat, that’s the Aquariva by Marc Newson, and this is the boat done in collaboration with Ferrari.” 

As I’m led from room to room, the weight of history only increases and so does my appreciation. “This is where the carpenters carve the mahogany panels, this is where fiberglass components are made, over here in this engine bay are boats nearing completion…”

But the holy of holies was the personal office of Carlo Riva. Designed by him to resemble the bridge of a ship, the spacious room occupies the uppermost floor of the building and is accessed by spiral stairs of gleaming mahogany. Jutting out above the water, the room is lined with massive windows overlooking the lake – where Carlo could personally see every new boat leaving the factory – and the floor is made of heavily worn, polished wood rescued from an antique ship, complete with rust marks left by the old iron nails.

There’s an ancient ship’s wheel and a large brass engine telegraph (the instrument that has a lever pointing to “full, half, slow,” etc.). Not surprisingly, fabric pillows in the famous Riva blue color line a sofa, stacks of Riva books line the shelves, and the maestro’s long, wide desk sits in the corner surveying the room.

This handsome command post is supposedly just as he left it. And what’s impressive is that it casually effuses that intangible Riva style – retrospective but modern, high-design but warm, masculine but elegant, thematic but not kitsch. In a word, it’s perfectly balanced – like some form of Italian feng shui.

My private tour inevitably ended but my interest was only heightened. What’s that I hear? I’m welcome to return anytime to have a further look behind the scenes, and an Aquariva had been scheduled to take me an hour up the lake to lunch?

The rain that had been falling outside was starting to let up. As I left Sarnico I could’ve sworn that as I looked back I saw a rainbow in the sky and it fell on the Riva boatworks.

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NEW RIVA YACHTS FOR SALE

Allied Marine is the exclusive US dealer for new Riva Yachts for sale. Browse current-year models as well as preorder reservations for yachts scheduled to be built in 2022 and 2023. View all Riva Yachts for Sale . Allied Marine strives to educate prospective buyers on the world-class quality and performance of our new Riva yachts for sale. Learn more about the incredible origins of the Riva brand below. 

A FAMILY LEGACY SINCE 1842 In 1842 in Laglio, Italy, on the banks of Lake Como, a visiting fisherman admired young Pietro Riva’s skill in boat repair. He invited Pietro to Sarnico, Italy to repair two of the fisherman’s own damaged boats. This is the humble birth of what would become Riva’s legendary history.

Soon Pietro started building fishing boats in addition to repairing them. He also married and built a family. His son, Ernesto Riva, learned the trade and became a skilled carpenter, but Ernesto saw motorboats as the future, not fishing boats.

MOTORBOATS AND SPEEDBOAT RACING EMERGE In 1881 Ernesto began his own family, and in the meantime was commissioned to build the first motorboat. Its success encouraged him to design and build motorboats of his own, some of which were used to transport tourists to Montisola, the largest lake island in Europe.

When Ernesto was killed in a boatyard accident in 1907, his son, Serafino Riva, stepped in to run the family business. Aware of the technology and attitude shifts occurring after the turn of the century, Serafino devoted his time to building leisure craft instead of his father’s transport boats. European inboard engines and outboard engines from the United States revolutionized the construction of boats, and Serafino decided to dedicate the company's new Riva yachts for sale to the new sport of motorboat racing.

Serafino showcased Riva’s excellent performance, which convinced the most famous pilots of the time to drive Rivas in the speedboat races. The races, which were rapidly gaining in popularity, became an excellent way to promote leisure boats in general, even outside of the racing region. In fact, in 1928, Riva participated in Milan’s first Nautical Exhibition. Riva was part of virtually all motorboat events held between 1931 and 1939, the year when racing activities were suspended in Italy.

THE FAMOUS RIVA RUNABOUT In the mid-1930s, the world’s most famous mahogany runabout (still instantly recognizable today) was designed and built by Riva. Production of these yachts was never interrupted, even when demand declined during the Second World War.

After the war, Riva designed and popularized more speedboats, such as the “Sea Spider” which evolved into the “ Corsaro . ” The new sport of water skiing became popular, and of course, Riva yachts were right there, meeting the needs of water skiers throughout the Mediterranean .

ENTERING THE MODERN ERA In 1949, Carlo Riva purchased the yard from his father, Serafino. In 1956, Carlo began a decades-long collaboration working with Giorgio Barilani, a boat designer and architect exclusive to Riva.

By the late 1960s, Riva boats became synonymous with the rich and famous. Owning a Riva was a sign of style and elegance. In Saint-Tropez, actors, actresses, heirs, and heiresses partied onboard these stylish yachts all night long. Sophia Loren purchased at least two Riva yachts, and Rivas were frequently showing up in the movies. Because of their timeless design and top-quality material choices, Riva yachts became instant classics that still hold their prestige more than six decades later.

OWNERSHIP CHANGES In 1991, the last Riva family member to work at the company left shortly after Rolls Royce purchased 100 percent of Riva's shares. But in 2000, Riva became Italian-owned once again when the Ferretti Group acquired the yard.

Ferretti relaunched the product and the brand, with a primary focus once again on what made Riva great: Quality, design, and style.

As part of the Ferretti Group, Allied Marine is proud to be the exclusive dealer for all new Riva Yachts for sale along the East Coast in the United States.

RIVA YACHTS BY MODEL

RIVA ISEO The Riva mystique lives on in her name, but this refined 27-foot runabout is more modern and current than ever before. While her lines and design are as smooth and sensuous as ever, in typical Riva flair, Iseo can also claim some of the most cutting-edge technologies. The end product is a blend of history and innovation that will enchant everyone who encounters her. Speak to a Riva Yacht Sales Specialist for details or browse Riva ISEO for sale here .

RIVA 33' AQUARIVA SUPER The Aquariva Super was designed to carry on the legend's narrative, and she has always done it in style. She has been designated as the heir to the renowned Aquarama, and she keeps all her forefather's timeless charm while adding a new modern touch with her cutting-edge high-tech trappings. The fine fittings and details provide unrivaled comfort with absolute elegance, resulting in a cruising experience of stunning uniqueness. Speak to a Riva Yacht Sales Specialist for details or browse Riva Aquariva for sale here .

RIVA ANNIVERSARIO It’s an Aquariva, it’s an Aquarama, its history transformed into future and beauty: Riva Anniversario is an incredible combination of details and inspiration drawn from both these boats. Speak to a Riva Yacht Sales Specialist for details or browse Riva Anniversario for sale here .

RIVA 38' RIVAMARE Rivamare is a jewel in the Riva crown that shines alongside other yachting masterworks in the brand’s oeuvre, like Aquariva Super and Aquarama. With her sinuous, flowing lines, this feat of engineering and style is a fusion of legend, modernity, and sheer class – a seductive, sporty motorboat that charms from the very first glance. Speak to a Riva Yacht Sales Specialist for details or browse Rivamare for sale here .

RIVA 48' DOLCERIVA There are boats that tell a familiar tale, and then there are boats that write a totally new one, such as the Dolceriva, whose fundamentally rethought design and aesthetic usher in a new chapter for the old Sarnico yard. Riva's most recent inspired innovation is a 48' open yacht designed for a luxurious on-board lifestyle. Speak to a Riva Yacht Sales Specialist for details or browse Dolceriva for sale here .

RIVA 56’ RIVALE Rivale, at 56', is an unrivaled open cruiser of immaculate vigor and sporting flair, thanks to certain unique and creative design characteristics. Peerless creativity, masterful workmanship, and cutting-edge technology combine to create a boat that quickly bowls over all comers. She is ideal for seaside vacations and memorable day excursions to experience the Riva legend. Speak to a Riva Yacht Sales Specialist for details or browse 56’ Rivale for sale here .

RIVA 66’ RIBELLE The 66' Ribelle’s brazen, rebellious nature is obvious from her name, but that's only the beginning. This gorgeous yacht is anything but average, combining exceptional design with the enjoyment and comfort of a variety of smart on-board amenities. The 66' Ribelle, the Sarnico yard's premier open cruiser, reflects the Riva spirit in her own distinctive manner, with a thrilling combination of technology and elegance. Speak to a Riva Yacht Sales Specialist for details or browse 66’ Ribelle for sale here .

RIVA 68’ DIABLE A sleek profile and stylish details infuse this trendsetting yacht with a fashion-driven spirit. Riva 68’ Diable sets the bar as the must-have open yacht, an incredible boat that tempts and beguiles, asking “what is it that you truly desire?” Speak to a Riva Yacht Sales Specialist for details or browse 68’ Diable for sale here .

RIVA 76' BAHAMAS SUPER The name Bahamas has long been associated with the Riva family. It recalls the exotic splendor of beautiful islands to be explored onboard your dream boat. This was the motivation for the 76' Bahamas, the world's second convertible yacht, a magnificent motorboat that combines the attraction of classic design with the refined delights of cutting-edge technology.

It's no wonder that this quick, sleek, super-high-tech, seductive open sportfly yacht is coveted by so many owners. Speak to a Riva Yacht Sales Specialist for details or browse 76’ Bahamas for sale here .

RIVA 76' PERSEO SUPER Heir to and evolution of the multiple award-winning 76’ Perseo Super, the best-loved Riva sport-fly of recent years proposes new aesthetic solutions combined with unprecedented functional design features, achieving excellence in terms of onboard livability and performance

It's no wonder that this quick, sleek, super-high-tech, seductive open sportfly yacht is coveted by so many owners. Speak to a Riva Yacht Sales Specialist for details or browse 76’ Perseo Super for sale here .

RIVA 88' DOMINO SUPER The meticulous design process of the Riva 88 Domino Super led to many innovative features, both functional and aesthetic. Her aerodynamic profile is enhanced by the dark “London Grey” hull and the lighter “Regal Silver” of the superstructure.

The sun deck enhances the sportiness of the craft. The open-air control station at the center of the boat is compact and features a roomy, comfortable sofa forward. The single large window on the hull produces a strong sense of dynamism and radiance, with its very bold design pointing like an arrow from the middle of the boat through to the foredeck. Speak to a Riva Yacht Sales Specialist for details or browse Riva 88' Domino Super for sale here .

RIVA 88' FOLGORE This blaze of spectacular flair, this enticing thunderbolt, is set to attract Riva legend owners and devotees all around the world. The Riva 88' Folgore is a new sportfly with a twist: powerful and innovative, with an almost sci-fi elegance, this is a yacht designed to stun. Her design's magnetic attractiveness is based on the notion of combining modern materials like carbon with traditional aesthetic characteristics like mahogany inlay and ornate steel.

The 88' Folgore, like all of Riva's recent masterpieces, is the result of a collaboration between Officina Italiana Design (the firm formed by Mauro Micheli with Sergio Beretta), the Product Strategy Committee led by Piero Ferrari, and the Ferretti Group Engineering Department. Speak to a Riva Yacht Sales Specialist for details or browse Riva 88' Folgore for sale here .

RIVA 88' FLORIDA Even perfection may evolve. The 88' Florida exemplifies this concept, rewriting the code of yachting once more for a sailing experience unlike any other. Her sporty, sinuous forms embrace a double personality, as her coupé and open-cruiser personas swap places thanks to the proprietary patented Convertible Top system inherited from the fast car sector.

Her distinct aesthetic, the result of designer Mauro Micheli's creative imagination, blends flawlessly with cutting-edge nautical technology. What more could you want in a yacht than elegance, inventiveness, and élan combined with power and speed, all with the unmistakable Riva hallmark? Speak to a Riva Yacht Sales Specialist for details or browse Riva 88' Florida for sale here .

RIVA 90' ARGO The 90' Argo is a one-of-a-kind example of Riva's new generation of flybridges. This masterpiece of magnetic beauty is a matchless star in the worldwide yachting constellation, with a futuristic design, a name that invokes mythology, and a superlative variety of high-tech on-board solutions.

Her instantly identifiable, forward-thinking design, distinguished by fluid, athletic lines, provides her with a free-flowing, powerful profile that attracts the eye to a captivating effect. The wide areas combine the recognizable Riva style with contributions from the most famous names in Italian interior design, resulting in a spectacular victory of elegance and comfort. Speak to a Riva Yacht Sales Specialist for details or browse Riva 90' Argo for sale here .

RIVA SUPERYACHTS BY MODEL

RIVA 102' CORSARO SUPER The new Riva 102' Corsaro Super flybridge yacht is a stunningly attractive redesigned successor to the 100' Corsaro. The new Corsaro Super has even more astonishing dimensions, with unparalleled uniqueness and class: 102 feet of grandeur and fresh style accents that breathe life into an exceptional masterpiece of yacht design, poised to make a spectacular mark in the history of the flybridge line.

Both the superstructure and the hull have been fully redesigned based on a modern sport philosophy that views direct touch with the water as the ultimate pleasure of sailing. The new Corsaro Super measures 102' (31 meters) overall and has a beam of over 23'. (7 meters).

New dimensions and efficient places transform how passengers spend their time on board. The guiding principles behind all the new features are functionality, maximum livability, and ever more direct contact with the water, such as the option to install special gunwales that swing out on either side of the main deck to create exclusive terraces with a panoramic view, increasing the volume of the external walkways without affecting the vessel's elegant profile.

The stern section on the main deck has been completely redesigned to include a 35-square-meter beach club dedicated to conviviality and comfort. There are three decks and five staterooms on the vessel. Speak to a Riva Yacht Sales Specialist for details or browse Riva 102' Corsaro Superyacht for sale here .

RIVA 110' DOLCEVITA Riva's new fiberglass flagship, 110' Dolcevita, is the newest beauty to adorn the redesigned flybridge fleet. Majestic like the work of art she is, as sparkling as the most spectacular time in contemporary history.

This maritime masterpiece is a flybridge of unlimited beauty, the result of a partnership between Officina Italiana Design and the Ferretti Group Engineering department. She is a magnificent invention in every way: for her spectacular visual effect, for her unparalleled balance of aesthetics, luxury, and high technology, and for the premium cruising experience she provides. Speak to a Riva Superyacht Sales Specialist for details or browse Riva 110' Dolcevita Superyacht for sale here .

RIVA 130' BELLISSIMA PROJECT The design, as with all Rivas since 1991, is from Officina Italiana of Mauro Micheli and Sergio Beretta. She promises a class-leading capacity, and a classic elegant style synonymous with the Riva brand.

The new 130’ Bellissima superyacht will accommodate up to 10 guests in 5 cabins, all of which will be unequaled in terms of comfort, elegance, and luxury. Speak to a Riva Superyacht Sales Specialist for details or browse Riva 130' Bellissima Project Superyacht for sale here .

RIVA 50METRI Riva 50METRI turns Carlo Riva’s dream into reality. Driven by an inspired ambition to break new ground, he created the great steel motor yachts in the celebrated Caravelle and Atlantic series during the ’60s and ’70s. His concept of experiencing the sea and the open-air life to the full achieves its finest expression yet in the new flagship. 

All the design decisions blend functionality and aesthetics to perfection, for optimum livability in every outdoor space and an interrupted panorama towards the coast or horizon. Riva 50METRI reflects and even enhances the brand’s aesthetic prestige and hallmark style, giving her owner a cruising experience with supreme standards of comfort and total peace of mind. Speak to a Riva Superyacht Sales Specialist for details or browse the Riva 50Metri Superyacht for sale here .

RIVA 54METRI PROJECT Discover Riva 54METRI Project, a spirit akin to the legendary Riva boat fleet. Riva range expresses the soul of this legendary brand to sublime effect. Now with Superyachts Division, you can make a Riva truly yours. Speak to a Riva Superyacht Sales Specialist for details or browse the Riva 54Metri Superyacht for sale here .

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Riva is the oldest and most iconic shipyard in the world, incredibly well known for its tradition and innovation: the brand has also played a starring role in the film industry for over 60 years, often stealing the show from international actors and actresses. Today an emblem of modern, sophisticated elegance expressed in the skilful combination of cutting-edge design with high-quality materials.

The world’s most famous shipyard, the legend of contemporary yachting and the recognised icon of fine Italian yachting artistry: the Riva story is all about the unique, inimitable savoir-faire, making history since 1842.

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Even perfection can evolve. 88' Florida proves the point, as she rewrites the rulebook of the art of yachting once more, for a cruising experience that excites like never before. Her racy, sinuous lines embrace a twin spirit, as her coupé and open-cruiser personas change places courtesy of the exclusive patented Convertible Top system borrowed from the world of fast cars. Her unmistakable style – the fruit of designer Mauro Micheli’s fertile imagination – combines to perfection with state-of-the-art nautical technology. Elegance, innovation and élan meet power and speed, all with the distinctive Riva hallmark – what more could you want in a yacht?

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The Successors of St. Stephen of Perm

In memory of three holy hierarchs of perm.

Maria Marchenko

Here I am, O Lord, send me. Here I am, O God, in good time. And I shall glorify Thy Name, Here I am, O Lord, here I am.

Though the rays of Christ’s light did struggle through into the depths of the pagan forest, there were still many villages that, as before, had not yet heard the Gospel. Now, after the death of St. Stephen whom they hated, the pagan priests who were scattered across the Urals and had seemingly lost ground, hoped to get even with the newly-established Church of Perm. Among their plans were to bring their former flock back to the old beliefs, destroy the altars erected by St. Stephen, and resume their economic exploitation of the peace-loving Zyryans [“Zyryane”: the old-fashioned Russian name for the Komi—the people of what is now the Komi Autonomous Republic, belonging to the Finno-Ugric family.—Trans.]. Most of the shaman priests came from the Vogul people [“Voguly”: the obsolete name of the Mansi—the indigenous people living mainly in the Ob River basin in Western Siberia and related to the Finno-Ugric family; now most of them live in the Khanty-Mansi autonomous area within Russia’s Tyumen region.—Trans.] who converted to Orthodoxy very reluctantly.

The new diocese’s link to the Moscow Metropolis seemed (and was in many respects) nominal and illusory; in the late fourteenth century it was still extremely far from there to the Grand Prince (and the Metropolitan) of Moscow. The defenselessness of local clerics in the face of a hostile and often aggressive population frightened the newly-arrived priests and jeopardized the clergy who were Zyryan converts. Moreover, the new diocese needed not just priests but missionaries who were ready to put their lives at risk in open conflicts with the rebellious Ostyaks (the Khanty and the Mansi). It needed monks who were not bound to their families and children. This caused a shortage of clergy.

Another threat came from local government officials ( zemsky dyaks ) who as secular masters were gradually taking over the authority of bishops who governed the huge territory. This territory fell under the patronage of the Grand Prince of Moscow primarily under the auspices of the religious solidarity of Moscow and the newly-converted people of Perm, but the laws of the development of Muscovy demanded rendering to Caesar the things that are Caesar's, and sometimes these demands took cruel and even bloodthirsty forms.

The Archbishopric of Novgorod was indignant with Moscow, believing that the self-seeking Muscovites had lawlessly appropriated the territories that had belonged to the See of Novgorod from time immemorial 1 . Thus, some dishonest Church figures from among the ambitious lobbyists for Novgorod imperialism were ready to help the pagans who resisted the Muscovite expansion.

Thus St. Stephen’s work was threatened with serious danger. However, leaving the people of Perm physically, the holy hierarch had promised to remain with the Zyryans spiritually after his repose, provided they remain faithful Orthodoxy and keep their love for it. That is why after his repose, missionary work in his diocese was continued by three worthy successors: Sts. Gerasim, Pitirim and Jonah.

But Isaac, St. Stephen’s immediate successor in the diocese of Ust-Vym 2 , spent most his archpastoral ministry in Moscow, because being close to senior representatives of the Church hierarchy was his top priority as a hierarch. It is unknown whether his intercessions with the Metropolitan for the newly-converted Zyryans were successful; but what is known is that the name of Isaac was all but forgotten in the annals of Perm history, and his memory was almost erased and replaced by his immediate successors’ missionary exploits; because they preferred to share in the sorrows and joys of their flock in situ rather than send them exhortations from faraway Moscow.

St. Gerasim, the betrayed and murdered bishop

St. Gerasim’s self-sacrificing missionary endeavors, along with his consistent and energetic policy in the administrative sphere not only set the region’s development on the most progressive path but also provoked the envy of the less talented or charismatic functionaries of the state machine. The latter, wishing to get even with St. Gerasim who, in their view, exceeded his authority, decided to make use of the Vogul people’s deadly hatred for him. Officially, the local government officials who acted in collusion were right—St. Gerasim organized “groundwork at the bishop’s residence for the construction of a church” and entered into “conflict with the prince’s administration over disputed land ownership.” 5 In all probability, the bishop wanted to expand his estate (the bishop’s settlement [ vladychny gorodok .—Auth.] on the territory of which a bishop was equal to a feudal lord) without the secular authorities’ permission and get a part of the population involved in the work (compulsory but made to appear voluntary) on renovating a dilapidated church in Ust-Vym.

What made St. Gerasim firmly demand obedience to himself of the Prince of Moscow’s subjects in matters that were subject to Church jurisdiction? The fact is that the holy bishop presumed “in all fairness” Moscow government officials’ progress, along with cultural development and improvement in living conditions of inhabitants of humble Zyryan villages were the direct and immediate result of the success of Orthodox mission; and, therefore, there was nothing more important both for Moscow functionaries and local pastors than expanding the territory around the bishop’s residence and repairing the crumbling church.

But St. Gerasim’s opponents thought otherwise. Through slander they made a member of his household, a baptized Vogul, begin to hate him, and persuaded the man to murder the bishop for patriotic reasons, standing up for his people whom St. Gerasim supposedly persecuted. The most cynical thing about this treacherous murder was that it was committed by someone whom the saint had once taken into his home for care and for spiritual guidance. According to St. Gerasim’s plan, this Vogul would have eventually become a pastor and a missionary among his fellow-tribesmen.

On that fateful day, during a prayer service, the madman waited until St. German turned his back, grabbed his omophorion and strangled him with it. This is how the Vychegda-Vym Chronicle, written by the clergy of the Ust-Vym Monastery of the Archangel Michael in the late sixteenth century, recounts his tragic murder: “Bishop Gerasim of Perm has been murdered several stadia [an ancient measure of length, about 185 meters.—Trans.] from the bishop’s settlement, in the place called Mys 6 .”

St. Pitirim the Martyr

Chudov Monastery was known as the royal monastery, and its abbot would become a close advisor to the Grand Prince of Moscow. As abbot of Chudov Monastery St. Pitirim may have baptized the future Grand Prince Ivan III of Russia (1462—1505) in infancy, and after the news of the martyrdom of St. Gerasim of Ust-Vym had reached Moscow, the Metropolitan chose him as candidate, not without the influence of, or rather, on the initiative of the Grand Prince. St. Pitirim must have been shocked by St. Gerasim’s martyrdom; there was invisible warfare on the metropolia’s eastern frontiers, and representatives of the senior Moscow clergy were becoming its victims. By that time the fratricidal war between Princes Vasily II the Blind and appanage Prince Dmitry Shemyaka was already raging in Rus’. Its battlefront was precisely in Perm, and the bishopric couldn’t avoid “hostilities”. The future holy hierarch willy-nilly had to engage in bigtime politics. Well aware of this, he consciously and readily took the bishop’s duties on himself with humility and made his way to St. Gerasim’s bereaved flock.

In those first months, scrupulous analytical work to determine the strategy for future missionary work was carried out in the bishop’s office, St. Pitirim’s desk was covered with maps that he and his companions had drawn and marked. Long-time residents of the bishop’s quarters from among the clergy who had concelebrated with St. Gerasim reported to St. Pitirim what, when and how the people of Perm had been evangelized, in which districts of the region the inhabitants were the least enlightened by the missions of Sts. Stephen, Gerasim and their disciples, and where the pagan high priests whom St. Gerasim exposed had fled. It was finally decided to start a missionary campaign in the area of the Vashka basin, settled by the Udoren people. It was there, in the area called Udora, that the bastion of paganism (contemporary to St. Pitirim) was concentrated; it was there that the spiritual leaders of idol-worship and their followers had settled after being banished by St. Stephen several decades before.

By his personal example St. Pitirim instructed his priests how to find words that would reach the hearts of ordinary people. Those were the words of consolation and support, words that really staggered a populace who lived by the laws of vendetta and in the wildest pagan ways: “And he baptized and converted many, since those people were ignorant and notorious for their cruel customs; the blessed man enlightened and taught them in faith with great humility.” According to the Vychegda-Vym Chronicle, the success of the mission was full and unconditional: “Bishop Pitirim converted the Udoren people at the Vashka River to the holy faith, gave them abbots and priests, and erected holy churches there.”

Wandering across his diocese’s outlying districts, the holy bishop didn’t forget the people of Perm who made up the heart of his flock. St. Pitirim would often give targeted support to residents of Zyryan settlements, generously distribute alms from his private sources, and, most importantly, intercede with the Grand Prince to reduce the amount of tribute the people of Perm were obliged to pay.

Over his tenure the holy bishop visited Moscow several times to take part in the events that would be epoch-making for his contemporaries. The first of them was associated with the Synod of the Russian Bishop’s anathema of Prince Dmitry Shemyaka, who had blinded Grand Prince Vasily II of Moscow (1425–1462) in order to seize power and remove his most dangerous and legitimate rival from the political scene. It is remarkable with what unanimity Church figures (monks, like St. Gregory of Pelshem, as well as bishops) took Prince Vasily’s side in this political struggle.

Later, the modern historian Alexander Zimin (1920–1980) would say that Shemyaka fell victim to his own defeat. If the outcome of that conflict had been different, history with its historiographers would have taken his side 7 . However, the rigor of the hagiography’s heroes casts serious doubts on this hypothesis. The White Lake Monastery elders allowed Vasily to break his vow of not laying claim to Moscow, giving him full freedom to act. The Church hierarchs came to the capital occupied by Vasily to demonstrate their loyalty to him. One of the senior Church representatives of great authority who showed unconditional support for Vasily was Bishop Pitirim. He knew like no one else how much suffering Shemyaka’s ruinous campaigns had caused ordinary Russian people. Engaging the Perm Diocese’s most hardened enemies (the Vogul people and the inhabitants of Vyatka) for his purposes, Shemyaka scored repeated successes in his acts of banditry—blood was shed, and people in St. Pitirim’s flock were dying. Later Shemyaka took vengeance on the people of Perm by executing the Perm captains Emelka Luzkov and Euphemius Ezhvin for their willingness to fight on the side of the people of Veliky Ustyug, whose lands were being ravaged by his regiments 8 .

A few years later, Bishop Pitirim preached to the people of Vyatka who had cooperated with the rebellious prince’s excessive ambitions, and his words had a direct effect: Having laid siege to Ust-Vym in 1450, the Vyatchane’s army suddenly withdrew, leaving the town intact. The population of Perm remained indifferent to Dmitry’s calls. Everything seemed to indicate that the prince’s cherished ambitions were crumbling to dust, and the uncompromising and energetic Bishop Pitirim had largely contributed to that.

Shemyaka was determined to capture the bishop during one of his trips and by means of persuasion or promises force him to repeal the anathema against him. It remains unknown whether Dmitry hoped that psychological contact and mutual understanding might come during their talk tete-a-tete, or whether he believed in his own powers of persuasion, or had prepared some arguments which would justify his aggressive policy in the lands of Russia’s north, or perhaps meant to influence the bishop by threats and promises. 9 In any case, his main aim was to win St. Pitirim over.

This is how the Vychegda-Vym Chronicle describes this event: “In 6960 (1452) the cursed Shemyaka caught Bishop Pitirim on his way to Moscow, brought him to Ustyug, put him in jail and tortured him there; but the hierarch stood firm and did not repeal his anathema.” While in Ustyug in 1452, Dmitry followed all the movements of the Russian Church’s authoritative hierarch closely; and as soon as one of the prince’s spies reported St. Pitirim’s scheduled trip to Moscow, with the departure date and accompaniment (the bishop preferred to travel light, caring more about speed of travel than safety), Shemyaka didn’t fail to make use of such favorable circumstances.

St. Pitirim spent several months in confinement. Since the bishop yielded to no persuasion and flattering promises had no effect (Shemyaka saw in St. Pitirim a severe exposer of his heinous crimes, personal cruelty and dissoluteness), the prince’s arguments took another turn: he considered a prison cell, short rations, and threats of reprisal to be faster and safer means than heart-to-heart talks and attempts at self-justification. But that was in vain: St. Pitirim’s thoughts, words and deeds were only: “I am ready to die.” And St. Pitirim would have done his archpastoral duty and shown the cunning prince that he would not find the bishop to be a reed shaken with the wind (Lk. 7:24). However, this time God saved His servant’s life: The Muscovite army that was moving towards Uglich forced Dmitry to hastily retreat to Veliky Novgorod—the last bastion of anti-Moscow sentiment. St. Pitirim was released and resumed his archpastoral ministry with new enthusiasm.

The most important event St. Pitirim took part in was the Church Council of 1448 at which the Metropolitan of Moscow was elected and his appointment was confirmed without the Patriarch of Constantinople’s approval, for the first time in several centuries. In effect, the approval of the Synod of Russian Bishops of Bishop Jonah of Ryazan as the Metropolitan of Moscow meant the beginning of Russian autocephaly. This event seemed uncanonical to many hierarchs of the age, and the legitimacy of Jonah was questioned. Under the current circumstances (the falling away from Orthodoxy of Constantinople’s protégé Isidore, disorder in the Byzantine Empire) St. Pitirim couldn’t remain indifferent and expressed his stance with his characteristic straightforwardness and firmness: There shall be Russian autocephaly! With all the disadvantages that “breaking the cord” (connecting the Russian Church with Constantinople) entailed, now there was no alternative.

St. Pitirim’s life ended at the height of his archpastoral activity. Many years before, when he was being consecrated, standing by the gravestone of his predecessor in the Perm diocese St. Gerasim, St. Pitirim had been well aware that he could hardly expect a peaceful repose on his bed, surrounded by grateful disciples. The archpastoral ministry in a Perm that had not yet submitted to the Prince and the Metropolitan of Moscow was fraught with risks. On August 19, 1455, soon after a successful missionary journey to Great Perm and Cherdyn, after the end of the Sunday Liturgy at the Church of the Annunciation in Ust-Vym, St. Pitirim together with other clergymen and parishioners headed for a field between the Vym and the Vychegda to hold a prayer service 10 . But several miles away the Vogul Prince Asyka and his son Yushman were lying in ambush. Perhaps they decided to get even with St. Pitirim for baptizing the Vogul people living along the Pechora River, or they just seized the opportunity to make short work of their long-time antagonist in the person of the Bishop of Perm during another raid: “They were angry with the holy father because, contrary to their wishes, he tried his best to convert pagans to Orthodox faith and baptize them 11 .”

According to one version, some of the Vogul people found out about St. Pitirim’s plans by making inquiries with someone from a group of “heathen” who “had sailed up the Vychegda for a certain undertaking… in five days’ walk distance, in the place called Yur 12 .” When the whole procession appeared in the field of vision of Asyka’s detachment, the heathen rushed towards the defenseless worshippers from their hiding. Seeing the enemy, the holy bishop instantly ordered his companions to escape, hoping at the cost of his life to cover their retreat to the fortifications of Ust-Vym. St. Pitirim realized that he was the main target of the heathen attack and it was unlikely that his flock would be pursued. The holy hierarch met his death without murmuring, without making any attempts to defend himself: “And, seizing the saint with fury, they took turns beating him, tormenting him and putting the innocent man to death.” 13 The bishop’s body, which lay unburied for forty days, remained incorrupt, and his relics were enshrined at the Church of the Annunciation in Ust-Vym to the left of St. Gerasim’s shrine.

St. Jonah, baptizer of Great Perm

Over the course of St. Jonah’s tenure in the bishopric of Perm the political situation in the region considerably improved: Moscow, in the person of Vasily the Blind and his heirs, completely crushed the opposition of local pagan princelings who would gather savage hordes to lay waste to peace-loving Zyryan towns and villages, along with the envious raiding bands of Novgorodians 15 (in fact no less pagan) who threatened the region’s development. The prayers of the holy men were answered, and St. Jonah died in advanced old age with a sense of accomplishment: The clouds that had been gathering over St. Stephen’s legacy were scattered by the labors and prayers of the holy men. “What lies in store for Perm?” the venerable elder Jonah asked himself on his deathbed in 1472. But the answer didn’t come immediately: New Christians would be born; they too would pray to Christ in this land and in the churches consecrated by him and his predecessors, after his death, after the death of his successor, and so on till the end of time. St. Jonah’s remains were laid to rest in the shrine containing the relics of Sts. Gerasim and Pitirim.

The the ministry of these three holy hierarchs of Perm who contributed to the enlightenment of the pagan tribes in northeastern Russia’s border regions in the fifteenth century is a story of how at the right time and place, there were men found in the Russian Church who fearlessly answered the Lord’s call, Whom shall I send, and who will go for us?: Here am I; send me (Is. 6:8).

Maria Marchenko Translated by Dmitry Lapa

Pravoslavie.ru

1  In 1385, “the Bishop of Novgorod was very angry with Pimen: how dared he establish a diocese in Perm, the age-old dominion of Novgorod? And he sent soldiers to take the Perm Diocese by force of arms.”

2  The so-called “bishop’s settlement” at the confluence of the Vym and the Vychegda Rivers.

3  The Vychegda-Vym Chronicle, p. 25.

4  M.B. Rogachev. The Perm Diocese in the Fourteenth and Fifteenth Centuries. P. 45.

5  The Vychegda-Vym Chronicle, p. 25.

6  Ibid.

7  A.A. Zimin. A Knight at the Crossroads: the Feudal War in Russia in the Fifteenth Century. Moscow, 1991.

8  It was the danger of war from Dmitry Shemyaka, threatening Great Perm, that caused Vasily the Blind to introduce the institution of “chief officer of the local administration” (namestnik) on that territory In 1452, Princes Ermolai and Vasily of Vereya became the first chief officers of the local administration.

9  You can always offer a metropolitan diocese to an unduly ambitious bishop.

10  According to another version, the assault took place on his way back from one of his missionary journeys: “The saint was seized during a journey like a defenseless lamb.”

11  The Tale of the Bishops of Perm. P. 72.

12  Ibid, p. 71.

13  Ibid, p. 73.

14  The Vychegda-Vym Chronicle. P. 26.

15  The Vychegda-Vym Chronicle in a solemn manner announces the military campaigns of Grand Prince Ivan III and the success of the military commander (voevoda) Prince Daniel of Kholm as an event that was directly related to the lives of the people of Perm // The Vychegda-Vym Chronicle, p. 26.

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