small yacht atlantic crossing

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Record attempt for atlantic crossing in smallest boat ends in tears as 3-foot vessel is destroyed.

He’s gonna need a bigger boat.

A sailor’s record-setting quest to cross the Atlantic Ocean in the smallest boat ever ended in tears when the 3-foot 10-inch boat began taking on water shortly after his departure and smashed on a seawall as it was being hauled out for repairs.

Andrew Bedwell, a 49-year-old sailor and sailmaker from England spent three years outfitting his micro yacht named “Big C” and finally set out on the planned 1,900-mile voyage from Newfoundland to the southern tip of England last weekend.

In a video posted on Instagram the day before his Sunday departure, Bedwell appeared positively chuffed to be on his way.

“So, tomorrow’s the day!” he said with a twinkling eye, before telling followers how they could track his progress across the deep.

But within hours of his grand departure, Bedwell explained in a decidedly more muted video that he’d been forced to return to port. The Big C began taking on water, a problem he suspected was brought on by last-minute modifications he’d made.

Undeterred, he said he was shortly heading back out to the harbor to assess the situation.

On Monday, Bedwell posted a tearful video describing the tragedy. Through shuddering sobs, he explained how Big C had “basically sunk” by the time he’d returned to the harbor. The boat was filled with “half or three quarters of a ton or a ton of water” and had to be lifted out by her framework instead of with straps run under the hull.

“We lifted her up, got her up to the harbor wall. And the framework gave way…” Bedwell said, gasping for air between sobs and pulling at his hair in agonized despair. “And she dropped down onto the harborside, and basically it destroyed the boat.”

“Big C is no more. She can’t carry on. I can’t do it. I’m sorry, Um, I’m just. I…” Then the message cut off.

Bedwell captioned the video “Big C – the end of a dream.” His accounts have gone radio-silent since.

The decline was a startling and raw display for Bedwell, a salty Sir Edmund Hillary-looking Brit who’s previously sailed to the Arctic in a 21-foot boat and always appeared the consummately stolid seaman in his countless Instagram posts and media appearances promoting the Big C journey.

But his inconsolable state was more than understandable — for the past three years Bedwell had dedicated all his energies to preparing for the trip. He raised thousands in funding and sponsorship. He had planned to donate proceeds to cancer charities in honor of his parents.

Bedwell purchased Big C itself from the daughter of Tom McNally, according to Yachting World , a sailor who once set the record for a trans-Atlantic Crossing in the world’s smallest vessel in 1993 before being beaten out by a competitor. McNally had built Big C to reclaim the record but died of kidney cancer in 2017 before he could mount the voyage.

Once in his hands, Bedwell undertook a considerable overhaul of Big C. He modified elements of the hull design to increase stability and speed, doing his own metal and fiberglass work along the way to machine one-of-a-kind parts for his one-of-a-kind boat.

The boat’s keel was outfitted to store fresh water, and the inner wall of the hull was designed to maximize compartment space that he filled with enough vacuum-sealed packs of a bizarre raisin and beef jerky recipe of his own creation to last the more than 90 days he expected to be at sea.

Big C’s cabin was only big enough for cramped sitting and sleeping in a tight fetal position, but Bedwell managed to rig it with comfortable seating and chose efficient clothing like a long mariner’s overcoat which served as both a warm waterproof jacket and sleeping bag.

Bedwell placed a domed weather-proof hatch window over the cabin, used an outrigger system to maximize sail space, hooked up the running lights and navigational computers to solar panels, and let his 10-year-old daughter Poppy decorate the interior with drawings of their family.

In the video announcing Big C’s demise, Bedwell thanked his supporters for their support and apologized for how the adventure ended.

“I don’t know what to say to everyone who’s supported and helped me. You’ve all been incredible.”

Asked whether he planned to mount another record attempt, Bedwell told The Post “It’s still early days.”

“It has to be a new vessel though as there’s lots of damage on Big C, so it’s speaking with current sponsors and I’ve had some very kind offers from a lot of people who can assist with a new vessel.”

One of Poppy’s decorations inside Big C was a hatch filled with urgings that her dad return safely and soon, listing the “cuddles,” the “tickles,” and the “trampolining” she’d miss while he was away.

On it, she also printed a message in green marker with a reminder to her dad: “Always try your best and never give up!”

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A British Man Will Attempt to Cross the Atlantic in This Suitcase-Sized Sailboat

Andrew bedwell knows big dreams can come in tiny packages. he plans an atlantic crossing in the 3'3" "big c," spending 60 days alone at sea., howard walker, howard walker's most recent stories.

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Next spring, British sailor Andrew Bedwell will attempt to break the record for sailing across the Atlantic, in a boat that’s just 39 inches long. That’s right: 3’3″, or roughly the size of a large suitcase.

Bedwell, 48, will set off from St. Johns, Newfoundland in May and make the perilous 1,900-mile crossing to Lizard Point in Cornwall on England’s west coast, hoping to set a new record for the smallest vessel to ever sail across the Pond.

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“I’m under no illusions that it’s going to be easy. But all my life I’ve taken on unusual challenges, though this is the ultimate,” Bedwell told Robb Report . He adds: “My wife thinks I’m crazy.”

Andrew Bedwell on Big C . The solo navigator will be locked into the tiny helm seat during the 1,900-mile crossing.  Courtesy Andrew Bedwell

Bedwell’s goal is to break the record set in 1993 by American sailor Hugo Vihlen in his 5’4” boat Father’s Day . More than two feet shorter, his pint-sized craft will be even more spatially challenged for the six-foot-tall Englishman.

“I can just about sleep if I’m curled-up tight. And if I’m sitting upright, the top of my head is just an inch below the transparent dome that I use to see out of. There’s not much room to move around.”

Restroom facilities? Don’t ask.

“Big C” has a lead keel so it will right itself after capsizing—something Bedwell expects regularly. The mini boat was also designed to handle 60-mph gale-force winds and big seas.  Courtesy Andrew Bedwell

There are also 12 watertight compartments—eight inside and four on the outside—to store supplies. Andrew hopes to complete the journey in 60 days, but will carry enough provisions for 90 days at sea. He’ll also have a manual watermaker that will fill a 1.3-gallon container in the bilge.

To power the yacht’s navigation gear, chart-plotter and radio there are solar panels on the stern, plus a tiny, hand-cranking generator as back-up.

Home sweet home: Bedwell will sit in this helm seat 24/7 for nearly two months on the crossing.  Courtesy Andrew Bedwell

“We’ve designed the boat to survive a Force 10 storm [average wind speeds of 59 mph] with the hope that it’s just a Force 6 [28 mph]. For such a small boat, a massive amount of thought and planning has gone into its design.”

In a single-minded focus on using every inch of space, Bedwell’s wife Tracy has concocted a special high-protein dried beef jerky that will line parts of the hull.

A sense of scale with Big C out of the water.  Courtesy Andrew Bedwell

“I’ll literally be eating the boat,” he says. “The stuff tastes pretty nasty, but it’s packed with all the nutrients I need. Sadly, there’ll be no room aboard for treats.”

The boat was originally designed by Bedwell’s close friend, fellow micro-yachting enthusiast and trans-Atlantic record-breaker, Tom McNally, who died in 2017 of cancer. In honor of his friend, the little boat is named Big C —also a play on big seas—and next year’s voyage will raise money for Cancer Research.

The current transatlantic record holder is Father’s Day , a 5’4″ boat sailed by Tom Vihlen in 1993.  Courtesy National Maritime Museum Cornwall

Bedwell, a sailmaker by trade, isn’t new to sailing big oceans in small boats. In 2016, he single-handedly piloted his 21-foot Mini-Transat yacht around the entire coast of Britain. Two years later, he sailed the same tiny vessel to Iceland and into the Arctic Circle.

Bedwell has also set up a GoFundMe account . His progress can be followed through the Facebook page “Big C Atlantic Challenge.”

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What Size Yacht To Cross The Atlantic? (Here’s What You Need to Know)

Crossing the Atlantic in a yacht is an ambitious but rewarding endeavor.

Whether youre a recreational sailor or a seasoned professional, the size of the yacht you choose will make a world of difference on the journey.

Before you set sail, you need to consider a number of factors, such as the number of people on board, the size and type of crew, the length of the voyage, fuel and crew requirements, route of crossing, weather conditions, and emergency services available.

In this article, well cover all these topics and more to help you find the right size yacht for your Atlantic crossing.

Table of Contents

Short Answer

The size of yacht needed to safely and comfortably cross the Atlantic Ocean will depend on factors such as the number of people on board, the type of voyage, and the experience of the captain and crew.

Generally, the vessel should be a minimum of 36 feet in length and have enough stowage capacity to carry enough supplies and provisions for the voyage.

The yacht should also be outfitted with the necessary navigation, communication, and safety equipment to make the voyage.

Lastly, it should be well-maintained to ensure reliable performance throughout the voyage.

What To Consider When Choosing A Yacht Size

When deciding what size yacht to choose for an Atlantic crossing, there are several key factors to consider.

The number of people on board, the size and type of the crew, and the length of the voyage will all factor into the size of yacht you need.

A larger yacht will provide more space and comfort, but will also require more fuel and crew to manage.

It’s also important to consider the route of the crossing, the type of weather that is expected, and the type of emergency services available along the way.

The size of yacht should also be determined by the purpose of the crossing and the preferences of the crew.

For instance, if the purpose of the voyage is primarily recreational and the crew is smaller, then a smaller yacht may be more suitable.

On the other hand, if the purpose is more commercial and the crew is larger, then a larger yacht may be the better choice.

The type of vessel is also important.

Sailboats, motorboats, and catamarans all have different requirements for size, fuel efficiency, and crew.

For instance, sailboats require larger masts and rigging, which can limit the size of the vessel.

Motorboats, on the other hand, can be larger and can travel faster, although they also require more fuel.

Catamarans are typically the largest vessels, but they also require the most crew and are the most difficult to maneuver in rough seas.

Finally, the length of the voyage is an important factor.

A longer voyage requires more fuel, supplies, and crew, so a larger yacht may be necessary.

Additionally, a longer voyage may require more sophisticated navigational and safety equipment, so it’s important to consider the type of emergency services available along the route.

In conclusion, choosing the right size yacht for an Atlantic crossing requires careful consideration of several factors.

The number of people on board, the size and type of the crew, the length of the voyage, the route, the type of weather, and the type of emergency services available all need to be taken into account.

Ultimately, the decision should be based on the purpose of the voyage and the preferences of the crew.

Number Of People On Board

When deciding on the size of yacht to choose for an Atlantic crossing, the number of people who will be on board should be the first factor taken into consideration.

The size of the yacht should be able to comfortably accommodate the number of passengers and crew members, with enough space for sleeping, eating, and lounging.

Any extra space that may be needed for storage should also be taken into account.

It is important to note that larger yachts will require more fuel and crew to manage, and may be more expensive to maintain.

Therefore, it is important to make sure that the size of the yacht matches the needs of the voyage and the crew.

Size And Type Of Crew

When selecting the size of your yacht for an Atlantic crossing, it’s important to consider the size and type of the crew.

If there will be a large number of people on board, a larger yacht is likely required to provide enough room and comfort.

On the other hand, a smaller yacht may be more suitable for a smaller crew.

Additionally, the size and type of crew will determine the type of personnel needed to manage the yacht.

For example, it may be necessary to hire a captain and crew if youre crossing a large body of water.

If the crew consists of experienced sailors, a smaller yacht may be sufficient as they will be able to handle all of the boats operations.

Its important to consider the number of people on board, experience level, and the amount of space available when selecting the size of yacht for an Atlantic crossing.

Length Of Voyage

When deciding what size yacht to choose for an Atlantic crossing, one of the most important factors to consider is the length of the voyage.

A longer voyage will require a larger yacht to provide more space and comfort for the crew and passengers.

On a longer voyage, there may be more people on board, providing a need for additional sleeping and eating areas, as well as more room for recreational activities.

Additionally, a larger yacht will be able to carry more supplies, such as food, fuel, and spare parts, making it more self-sufficient and able to handle any unforeseen events.

It is important to consider the route of the crossing, as some areas may be more prone to rough weather or dangerous conditions, and a larger yacht may be better equipped to handle these conditions.

A larger yacht may also require more fuel, as well as a larger crew, to manage the vessel.

Ultimately, the size of yacht will depend on the purpose of the crossing and the preferences of the crew.

Fuel And Crew Requirements

When deciding on the size of yacht to take for an Atlantic crossing, it’s important to factor in the fuel and crew requirements.

A larger yacht will require more fuel and crew to manage, especially if the voyage is longer.

The crew size and type should also be taken into account when deciding on the size of yacht.

A larger yacht will require more crew to manage the vessel, and the crew should be experienced and knowledgeable in seafaring and navigation.

It may also be necessary to hire extra crew members for certain tasks such as cooking, engineering, and maintenance.

Additionally, the yacht should be equipped with the necessary safety equipment such as life rafts and flares, as well as navigational equipment such as depth sounders and GPS.

All of these factors should be considered when deciding on the size of yacht for an Atlantic crossing.

Route Of Crossing

When deciding on the size of yacht for an Atlantic crossing, it is important to consider the route of the crossing.

For example, a longer voyage from the United States to Europe will require a larger yacht than a shorter one from the Caribbean to the United States.

A larger yacht will provide more space and comfort, as well as more fuel and crew to manage.

Additionally, the route of the crossing should be considered for emergency services that may be available along the way.

For example, if the voyage will be close to land, there may be medical facilities and emergency services that could be reached in the event of an emergency.

However, if the voyage will be far away from land, it is important to consider the type of emergency services that would be available if needed.

Weather Conditions

When deciding what size yacht to choose for an Atlantic crossing, it is essential to consider the weather conditions that may be encountered during the voyage.

A larger yacht is more likely to be able to handle a variety of weather conditions, such as high winds, heavy rain and strong waves.

The size of the yacht should also be considered when it comes to the type of weather expected.

A larger yacht is more suitable for long-distance voyages, as it is more capable of handling the prolonged and potentially extreme weather conditions.

It is important to note, however, that larger yachts may require additional fuel and crew to manage in order to safely navigate the seas.

When preparing for an Atlantic crossing, it is important to research the expected weather conditions for the route.

Knowing the weather conditions that may be expected on the route can help to determine the size of the yacht that is suitable for the voyage.

For example, if the route is expected to experience strong winds, it is best to choose a larger yacht that is capable of handling the windy conditions.

Additionally, if the route passes through areas with higher than average waves, a larger yacht is much more suitable for the voyage.

It is also important to consider the type of emergency services available along the route.

In the event of an emergency, such as a medical emergency or a vessel in distress, a larger yacht is more likely to be able to access the necessary help.

Additionally, a larger yacht will be able to carry more supplies, such as food, water, and other equipment, which can be essential in an emergency situation.

Overall, the size of the yacht for an Atlantic crossing should be based on the number of people on board, the size and type of the crew, the length of the voyage, the route of the crossing, the type of weather that is expected, and the type of emergency services available along the way.

With the right amount of research and planning, the perfect size yacht can be chosen for a successful and safe Atlantic crossing.

Emergency Services Available

When planning a transatlantic crossing, it is important to consider the type of emergency services available along the route.

On a smaller vessel, you may not be able to access all of the necessary services, so it is important to choose a vessel with enough room to accommodate the necessary crew and equipment, as well as enough fuel to reach the destination in the event of an emergency.

When considering the size of the yacht, the type of emergency services available should be carefully assessed.

For example, if you are crossing during hurricane season, it is important to choose a vessel that can withstand the high winds and potentially heavy waves.

If you are crossing in an area where search and rescue services are available, it is important to have a vessel large enough to be spotted quickly.

It is also important to consider the type of emergency services available at ports of call along the route.

If you are traveling to a remote area, it is important to have a vessel with enough room to accommodate the necessary crew and equipment to make port in the event of an emergency.

If you are traveling to a port with a significant presence of medical and emergency personnel, it is important to have a vessel large enough to accommodate the necessary personnel.

Overall, the size of the yacht for a transatlantic crossing should be based on the purpose of the voyage, the number of people on board, the size and type of crew, the length of the voyage, the route of the crossing, the type of weather that is expected, and the type of emergency services available along the way.

By taking all of these factors into consideration, you can ensure that you have the best possible vessel for your crossing.

Final Thoughts

Choosing the size of yacht for an Atlantic crossing is an important decision that requires careful planning.

The size of the yacht should be determined by the number of people on board, the size and type of the crew, the length of the voyage, the route of the crossing, the weather conditions, and the availability of emergency services.

Ultimately, the size of the yacht should be based on the purpose of the crossing and the preferences of the crew.

With the right information and careful consideration, you can make an informed decision on the right size yacht to choose for your Atlantic crossing.

James Frami

At the age of 15, he and four other friends from his neighborhood constructed their first boat. He has been sailing for almost 30 years and has a wealth of knowledge that he wants to share with others.

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Small boat Atlantic crossing record attempt in a Mini 6.50

• Katy Stickland
• August 1, 2023

Jay Thompson is preparing to sail from New York to Lizard Point in his Mini 6.50 to establish a new small boat Atlantic crossing record

No one has ever sailed a Mini 6.50 from Ambrose Light, New York to Lizard Point off Cornwall, but that is exactly what solo sailor Jay Thompson is hoping to do when he starts his small boat Atlantic crossing record attempt shortly.

Thompson’s motivation is not just the record itself, but to prove that the Mini 6.50 has potential beyond the French-dominated Mini Transat, and that these seaworthy boats can be taken further afield.

He will be sailing across the North Atlantic on his Guillaume Verdier-designed foiling 21ft Mini 6.50, Speedy Gonzales , which he built himself in a hanger in France.

Jay Thompson plans to cross the Atlantic west to east in his 21ft Speedy Gonzales . Credit: Pierre Bouras

It has a T-rudder system which will automatically flip the rudder up if it hits something in the water.

Thompson, who has worked as a préparateur, helping Vendée Globe skippers to prepare their IMOCA 60s, has previously raced Speedy Gonzales in the 2021 Mini Transat, finishing 9th overall.

Before that, the professional sailor raced 420s and Lasers, and took part in the Marstrom 32 circuit, TP52s and F16 World Championship.

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He has spent the last six years living in France with his family, having sailed around the world for a decade living aboard their Germán Frers one-tonne 12m prototype, Messenger .

Commenting on the upcoming record, Thompson said: “Sailing has been an integral part of my life, and this transatlantic voyage is a challenge I have always wanted to achieve. It’s a privilege to be the first to set this record in a Mini 6.50.”

He is expected to start his small boat Atlantic crossing record attempt later this week, weather dependent.

Jay Thompson, who learned to sail aged 16 in California, has previously sailed his Mini 6.50 to 9th place overall in the 2021 Mini Transat. Credit: Alexis Courtcoux/Mini Transat Euro Chef 2021

The World Sailing Speed Record Council will be overseeing and validating any record Thompson achieves.

A Mini 6.50 has previously crossed the Atlantic from the Cape Verdes to the Caribbean, and hundreds have crossed, east to west during the biennial Mini Transat Race, but no sailor has ever successfully sailed the boat west to east across the Atlantic.

Thompson, 38, said the official transatlantic route from New York to Lizard Point presented “numerous challenges, including unpredictable weather patterns, strong currents, and big seas, making it a true test of skill and endurance for any sailor.”

Speedy Gonzales was designed by Guillaume Verdier, who was behind the development of foils for Emirates Team New Zealand’s AC72 for the 2013 America’s Cup. Credit: MurielVDB

For power, Speedy Gonzales is fitted with solar panels and a Efoy methanol fuel cell. Thompson will also have a computer onboard to download weather information and an Iridium GO!

His record attempt can be followed at Coconut Sails Team: http://coconuts.is/

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NEWS... BUT NOT AS YOU KNOW IT

British dad attempting to sail the Atlantic in smallest ever boat

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A Lancashire dad is hoping to make a record-breaking 90-day voyage over the Atlantic in a boat that is just one metre long.

Andrew Bedwell is hoping to sail the 1,900 mile trip in the shortest boat to cross the Ocean.

The 48-year-old will set off from Newfoundland, Canada, in the self-made boat in May next year – and compared the journey to being ‘stuck in a wheelie bin, on a rollercoaster for 90 days’.

The mariner came up with the idea after reading a book by current record holder Hugo Vihlen, who made the perilous voyage in a boat 1.6m in length 30 years ago.

Andrew’s fibreglass boat – which is more than half a metre shorter and has a top speed of 2.5mph – is a modified version of a ship that another ex-record holder, Tom McNally, designed.

The father-of-one, from Scarisbrick, is planning to survive on a protein-rich substance that will be moulded to the internal walls of the cockpit to save space.

Andrew admitted that wife thinks he is ‘crackers’ for taking on the three-month trip, but said he wanted to achieve something ‘amazing’ before he turned 50.

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Video: Man wants to break world record by crossing Atlantic in teeny tiny boat

Andrew bedwell, 48, who will set off from newfoundland, canada, in may next year, compared the journey to being 'stuck in a wheelie bin, on a rollercoaster for 90 days'. the mariner came up with the idea after reading a book by current record holder hugo vihlen, who made the perilous passage in a 1.6m boat 30 years ago..

‘I always like to have a real challenge on the go’, he explained.

‘All my life, I’ve done unusual challenges, and it’s slowly got more and more important to myself to get smaller and smaller and smaller.’

Turning to the room inside the boat, nicknamed ‘Big C’, Andrew continued: ‘I think a space rocket would have more room.

‘This is like being stuck in a wheelie bin, on a rollercoaster for 90 days – and that’s what it could be in the worst-case scenario.’

Though Andrew deliver yachts and works as a sail maker with a background in product design, he has spent most of his life embarking on nautical adventures.

He previously sailed non-stop around Britain and has taken his small 6.5 carbon racing yacht across the Atlantic and up to the Arctic Circle.

Yet as he got older, Andrew says he became increasingly interested in seafarers who attempted to cross oceans in incredibly small, recording-breaking vessels.

The boat itself took more than three years to complete and is just 3.5m (11.4ft) tall with a sail area of just 8m (26 ft).

But despite its size, Andrew is confident that the boat will cope with some of the roughest waters on the planet.

He explained: ‘The vessel itself is incredibly strong. It’s literally built to survive oceans. It has a fibreglass exterior, then it’s got a foam core, then it’s fibreglass on the inside.

‘Everyone who sees it – and a lot of naval architects have seen it – say, “She’s solid, she’s built to do it,” and I know she is as well.’

Capsizing is also unlikely to be a problem.

‘(It) is absolutely not an issue whatsoever because she’s designed to go over’, Andrew said.

‘The hatch seals down to keep it completely watertight, and it will self-right.

‘We know she will be rolled, and she will be battered around, but I’ve got a full harness in there.

‘There are also two big vents on the front of the vessel, and if waves hit them, they will just slam shut and that stops any water.’

If sealed, the vessel can sustain its passenger with air for 40 minutes.

His food, however, is unlikely to be pleasant.

Andrew explained of the cold sustenance: ‘My wife’s going to be making these protein bags, basically, of food. And then we’re going to mould them into the hull to maximise space as much as possible.

‘It will taste pretty vile, but it’s just to do the job, basically. There’s not going to be any kind of niceties in there – but my daughter might put the odd skittle in.’

A desalinator will allow him to get fresh water from the ocean and he will go to the toilet over the edge.

‘My one luxury item is going to be a flannel’, he laughed.

‘That’s going to do the job for everything. I’ll have one change of clothes – there’s just not enough room for more.’

His plan is to make it to Lizard point, Cornwall, between July and August next year – but knows he will face challenges on the way, including from other boats – though he hopes visibility to other vessels will not be one of them.

Andrew adds: ‘But if I wrap myself up in cotton wool, and try and not do anything, would I be happy?

‘No, so I’ve got to take some risks.’

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Home » Blog » Buy a boat » 5 best small sailboats for sailing around the world

5 best small sailboats for sailing around the world

By Author Fiona McGlynn

Posted on Last updated: April 19, 2023

A small sailboat can take you big places

Small sailboats are the ticket to going cruising NOW — not when you retire, save up enough money, or find the “perfect” bluewater cruising boat. In fact, it’s the first principle in Lin and Larry Pardey’s cruising philosophy: “Go small, go simple, go now.”

Small yachts can be affordable, simple, and seaworthy . However, you won’t see many of them in today’s cruising grounds. In three years and 13,000 nautical miles of bluewater cruising, I could count the number of under 30-foot sailboats I’ve seen on one hand (all of them were skippered by people in their 20s and 30s).

Today’s anchorages are full of 40, 50, and 60-foot-plus ocean sailboats, but that’s not to say you can’t sail the world in a small sailboat. Just look at Alessandro di Benedetto who in 2010 broke the record for the smallest boat to sail around the world non-stop in his 21-foot Mini 6.5 .

So long as you don’t mind forgoing a few comforts, you can sail around the world on a small budget .

What makes a good blue water sailboat

While you might not think a small sailboat is up to the task of going long distances, some of the best bluewater sailboats are under 40 feet.

However, if you’re thinking about buying a boat for offshore cruising, there are a few things to know about what makes a small boat offshore capable .

Smaller equals slower

Don’t expect to be sailing at high speeds in a pocket cruiser. Smaller displacement monohulls are always going to be slower than larger displacement monohulls (see the video below to learn why smaller boats are slower). Therefore a smaller cruiser is going to take longer on a given passage, making them more vulnerable to changes in weather.

A few feet can make a big difference over a week-long passage. On the last leg of our Pacific Ocean crossing, our 35-foot sailboat narrowly avoid a storm that our buddy boat, a 28-foot sailboat, couldn’t. Our friend was only a knot slower but it meant he had to heave to for a miserable three days.

Small but sturdy

If a pocket cruiser encounters bad weather, they will be less able to outrun or avoid it. For this reason, many of the blue water sailboats in this list are heavily built and designed to take a beating.

Yacht design has changed dramatically over the last 50 years. Today, new boats are designed to be light and fast. The small sailboats in our list are 30-plus year-old designs and were built in a time when weather forecasts were less accurate and harder to come by.

Back in the day, boat were constructed with thicker fiberglass hulls than you see in modern builds. Rigs, keels, rudders, hulls and decks – everything about these small cruising sailboats was designed to stand up to strong winds and big waves. Some of the boats in this post have skeg-hung rudders and most of them are full keel boats.

The pros and cons of pocket cruiser sailboats

Pocket cruiser sailboats present certain advantages and disadvantages.

More affordable

Their smaller size makes them affordable bluewater sailboats. You can often find great deals on pocket cruisers and sometimes you can even get them for free.

You’ll also save money on retrofits and repairs because small cruising sailboats need smaller boat parts (which cost a lot less) . For example, you can get away with smaller sails, ground tackle, winches, and lighter lines than on a bigger boat.

Moorage, haul-outs, and marine services are often billed by foot of boat length . A small sailboat makes traveling the world , far more affordable!

When something major breaks (like an engine) it will be less costly to repair or replace than it would be on a bigger boat.

Less time consuming

Smaller boats tend to have simpler systems which means you’ll spend less time fixing and paying to maintain those systems. For example, most small yachts don’t have showers, watermakers , hot water, and electric anchor windlasses.

On the flip side, you’ll spend more time collecting water (the low-tech way) . On a small sailboat, this means bucket baths, catching fresh water in your sails, and hand-bombing your anchor. Though less convenient, this simplicity can save you years of preparation and saving to go sailing.

Oh, and did I mention that you’ll become a complete water meiser? Conserving water aboard becomes pretty important when you have to blue-jug every drop of it from town back to your boat.

Easier to sail

Lastly, smaller boats can be physically easier to sail , just think of the difference between raising a sail on a 25-foot boat versus a 50-foot boat! You can more easily single-hand or short-hand a small sailboat. For that reason, some of the best solo blue water sailboats are quite petite.

As mentioned above small boats are slow boats and will arrive in port, sometimes days (and even weeks) behind their faster counterparts on long offshore crossings.

Consider this scenario: two boats crossed the Atlantic on a 4,000 nautical mile route. The small boat averaged four miles an hour, while the big boat averaged seven miles an hour. If both started at the same time, the small boat will have completed the crossing two weeks after the larger sailboat!

Less spacious

Living on a boat can be challenging — living on a small sailboat, even more so! Small cruising boats don’t provide much in the way of living space and creature comforts.

Not only will you have to downsize when you move onto a boat  you’ll also have to get pretty creative when it comes to boat storage.

It also makes it more difficult to accommodate crew for long periods which means there are fewer people to share work and night shifts.

If you plan on sailing with your dog , it might put a small boat right out of the question (depending on the size of your four-legged crew member).

Less comfortable

It’s not just the living situation that is less comfortable, the sailing can be pretty uncomfortable too! Pocket cruisers tend to be a far less comfortable ride than larger boats as they are more easily tossed about in big ocean swell.

Here are our 5 favorite small blue water sailboats for sailing around the world

When we sailed across the Pacific these were some of the best small sailboats that we saw. Their owners loved them and we hope you will too!

The boats in this list are under 30 feet. If you’re looking for something slightly larger, you might want to check out our post on the best bluewater sailboats under 40 feet .

Note: Price ranges are based on SailboatListings.com and YachtWorld.com listings for Aug. 2018

Albin Vega 27($7-22K USD)

The Albin Vega has earned a reputation as a bluewater cruiser through adventurous sailors like Matt Rutherford, who in 2012 completed a 309-day solo nonstop circumnavigation of the Americas via Cape Horn and the Northwest Passage (see his story in the documentary Red Dot on the Ocean ). 

• Hull Type: Long fin keel
• Hull Material: GRP (fibreglass)
• Length Overall:27′ 1″ / 8.25m
• Waterline Length:23′ 0″ / 7.01m
• Beam:8′ 1″ / 2.46m
• Draft:3′ 8″ / 1.12m
• Rig Type: Masthead sloop rig
• Displacement:5,070lb / 2,300kg
• Designer:Per Brohall
• Builder:Albin Marine AB (Swed.)
• Year First Built:1965
• Year Last Built:1979
• Number Built:3,450

Cape Dory 28 ($10-32K USD) 

This small cruising sailboat is cute and classic as she is rugged and roomy. With at least one known circumnavigation and plenty of shorter bluewater voyages, the Cape Dory 28 has proven herself offshore capable.

• Hull Type: Full Keel
• Length Overall:28′ 09″ / 8.56m
• Waterline Length:22′ 50″ / 6.86m
• Beam:8’ 11” / 2.72m
• Draft:4’ 3” / 1.32m
• Rig Type:Masthead Sloop
• Displacement:9,300lb / 4,218kg
• Sail Area/Displacement Ratio:52
• Displacement/Length Ratio:49
• Designer: Carl Alberg
• Builder: Cape Dory Yachts (USA)
• Year First Built:1974
• Year Last Built:1988
• Number Built: 388

Dufour 29 ($7-23K)

As small bluewater sailboats go, the Dufour 29 is a lot of boat for your buck. We know of at least one that sailed across the Pacific last year. Designed as a cruiser racer she’s both fun to sail and adventure-ready. Like many Dufour sailboats from this era, she comes equipped with fiberglass molded wine bottle holders. Leave it to the French to think of everything!

• Hull Type: Fin with skeg-hung rudder
• Length Overall:29′ 4″ / 8.94m
• Waterline Length:25′ 1″ / 7.64m
• Beam:9′ 8″ / 2.95m
• Draft:5′ 3″ / 1.60m
• Displacement:7,250lb / 3,289kg
• Designer:Michael Dufour
• Builder:Dufour (France)
• Year First Built:1975
• Year Last Built:1984

Vancouver 28 ($15-34K)

A sensible small boat with a “go-anywhere” attitude, this pocket cruiser was designed with ocean sailors in mind. One of the best cruising sailboats under 40 feet, the Vancouver 28 is great sailing in a small package.

• Hull Type:Full keel with transom hung rudder
• Length Overall: 28′ 0″ / 8.53m
• Waterline Length:22’ 11” / 6.99m
• Beam:8’ 8” / 2.64m
• Draft:4’ 4” / 1.32m
• Rig Type: Cutter rig
• Displacement:8,960lb / 4,064 kg
• Designer: Robert B Harris
• Builder: Pheon Yachts Ltd. /Northshore Yachts Ltd.
• Year First Built:1986
• Last Year Built: 2007
• Number Built: 67

Westsail 28 ($30-35K)

Described in the 1975 marketing as “a hearty little cruiser”, the Westsail 28 was designed for those who were ready to embrace the cruising life. Perfect for a solo sailor or a cozy cruising couple!

• Hull Type: Full keel with transom hung rudder
• Hull Material:GRP (fibreglass)
• Length Overall:28′ 3” / 8.61m
• Waterline Length:23’ 6” / 7.16m
• Beam:9’ 7” / 2.92m
• Displacement:13,500lb / 6,124kg
• Designer: Herb David
• Builder: Westsail Corp. (USA)
• Number Built:78

Feeling inspired? Check out the “go small” philosophy of this 21-year-old who set sail in a CS 27.

Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.

Saturday 1st of September 2018

Very useful list, but incomplete - as it would necessarily be, considering the number of seaworthy smaller boats that are around.

In particular, you missed/omitted the Westerly "Centaur" and its follow-on model, the "Griffon". 26 feet LOA, bilge-keelers, weighing something over 6000 pounds, usually fitted with a diesel inboard.

OK, these are British designs, and not that common in the US, but still they do exist, they're built like tanks, and it's rumored that at least one Centaur has circumnavigated.

Friday 31st of August 2018

This is a helpful list, thank you. I don't think most people would consider a 28' boat a pocket cruiser, though!

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What kind of boats cross the Atlantic Ocean? 7 Options explained

You're looking for a way to go across the Atlantic without flying. What options are out there? Here are 7 options explained. I sailed five of them across the Atlantic.

Sailing an ocean on a Small sailing vessel

Many privately owned sailing vessels cross the Atlantic to spend a sunny sailing season either in the Mediterranean or Caribbean or as part of their around-the-world voyage. It is a big deal for them and attracts all sorts of seamen and women: young ‘pirate’ dudes who have escaped the rat race, adventure couples, retirees, families, groups of friends, and single older sailors.

The largest share of the captains is between 50 – 65 years old. It's the group that has the time and money resources to sail. All sorts of nationalities make the crossing, with the French and Swedish seeming to dominate the fleet.

By crewing on a small sailing yacht, you'll be involved with every aspect of seamanship and sailing. You will learn a lot for sure. Many boats choose to stop in Cape Verde or the Azores, and often don’t have tight schedules.

Boats come in all sorts of shapes and materials. Hulls are made from steel, wood, aluminium, and today mostly of fibreglass. 90% of the boats crossing the ocean is bigger than 36ft, with most of them measuring around 44ft. (14m).

A smaller yacht could also be perfectly ocean-worthy. I've seen boats of 26 ft. crossing the pond. Some adventure people row across the Atlantic. In 2017 someone even Stand Up Paddled (SUP) across the Atlantic. Being on any boat is a luxury compared to that.

Six people (out of 100) I interviewed in my book crossed the Atlantic on a boat smaller than 36ft. and all of them would like to do it again. This year we also have Nadiem, Ocean Nomads member who'll sail across in his little sailboat.

Both monohulls and catamarans cross the Atlantic. Catamarans are generally faster, more spacious, and rock less. On the flip side: they can flip!  If  they do, it’s a major challenge to come up again. Don’t worry, this is extremely unlikely. Having seen hundreds of boats planning, preparing and making the crossing, I estimate that roughly 70% of the boats that cross are monohulls.

With Ocean Nomads we sometimes have small liveaboard sailing vessels looking for crew in the network to sail across, or members recommend a vessel from their networks.

In our brand new Ocean Nomads Crew Course , I share all the tips and tricks for finding and securing a safe sailing vessel with which to sail as crew. Eco & Adventure style. Proper preperation makes all the difference for a happy, safe and meaningful voyage.

Sail with me & Ocean Nomads in Greece in 2024! Level up your sailing skills and make ocean people connections accelerating your sailing journey. 4 vessels, 11 days, 30 nomads! Learn More. 

Sail across the Atlantic on Superyacht

Many larger yachts cross the Atlantic as a ‘delivery’, where a boat needs to be taken from point A to B. Boats have to be moved across the ocean for a new charter season, for the private owner who will hop on board again on the other side, or because someone bought it on the other continent.

Usually, paid and professional crew do these types of deliveries. As an amateur crew member, you can be a cheap extra set of hands.

A yacht is a ‘superyacht’ when it is over 24 metres (79ft.). These are  big yachts. They often have generators running every day to keep fridges and freezers going. They load up thousands of litres of fuel and water, and are less dependent on the wind.

As such, there is less risk and generally more comfort. These trips often run on a tight schedule, so there won't be much flexibility for stops along the way (like in Cape Verde or the Azores). In most cases, there will also be more people on board (five-eight people compared to three-five on smaller vessels).

Crossing on a big boat like this is faster, less adventurous, and more comfortable. The crew are often younger, and some live and work permanently on the boat. Many of them have crossed the Atlantic Ocean numerous times and are therefore less excited about it than the average ‘yachtie'.

Timelines are tight and there’s often not time for island exploration. Usually, you are expected to work hard. Also, it's not unusual that superyachts don't even use the sails to prevent damaging, and have the sails tip /top for when the owner comes on board.

Garmin Inreach Mini2

A transatlantic on a charter yacht.

If you would rather not have the pre-crossing adventure or spend too much time searching for a boat, and/or if money is not an issue, you can book a charter ocean passage. Charter trips are organised on all sorts of boats: small, big, monohulls, catamaran, and racing boats.

Numerous racing yachts cross the ocean reaching boat speeds up to 35 knots! In addition to professional crew, spots are sold and you can sign up for a wet and speedy adventure guaranteed.

A charter trip costs between €2,000 and €10,000. An organized trip like this could be advantageous if you’re on a tight schedule. It’s more likely to leave on the planned date.

At the same time, the time schedule could be a disadvantage. What if the weather window is not ideal to leave? In many cases, though not always, everything is taken care of such as provisioning and cooking, so you wouldn’t have to figure out much yourself.

Charter organisations need to comply with a lot of safety requirements and check ups to legally carry out the voyage. This assures some safety but still you need to do your homework if it's a safe ride.

Another consideration of booking this type of passage is that you won’t know your shipmates. When you search the adventurous way, you have the opportunity to meet the other sailors before you commit to joining the crew. On a chartered passage you’re stuck with whoever else has booked the trip, even if you don’t like them.

With Ocean Nomads we work together with SV Twister and have the following Atlantic Crossings planned .

Sailing the Atlantic on a Tall ship

Every year, numerous tall ships sail across the Atlantic, like the Stad Amsterdam or Oosterschelde, and this year also SV Twister :) .  Sailing across on a large traditional boat is spectacular. Many young people work on the tall ships. You could either try that or buy yourself a passage.

I wrote the above in my book, a friend of SV Twister reached out to me. Long story short, last  year 2022/2023 I, with Ocean Nomads, organizing a trip across the Atlantic, Caribbean sea, and back across the Atlantic , and I now experience this way of sailing across also. You can join this trip in 2025 .

Update! We're back from the Atlantic. And we made a film about it:) Here is a the film about Sailing the Atlantic with Ocean Nomads. My 5th Atlantic crossing.

Travel the Ocean with a Sail Boat Ferry

There are no sailing ferries (yet), although boats are being built for this purpose. At the time of writing, Voyagevert is conducting feasibility studies to construct the fastest and largest sailing catamaran for a ferry service as a sustainable alternative to flight for transatlantic travel. Also Fair ferry is looking into it.

A transatlantic on a cruise ships

Another kind of ferry are the cruise ships. More and more cruise ships cross the Atlantic to do the season on the other side. They need relocation and spots on board are sold as ‘repositioning cruises.' It's often cheaper than airfare and your house rent combined. One option that is cool, is ‘ Nomadcruise ,’ an Atlantic crossing for entrepreneurs and digital nomads.

These floating cities are not an environmentally friendly way to cross. It takes around eight days and a lot of noise to cross with a cruise ship. Data on emissions is remarkably difficult to find. Some sources state that an average cruise ship at sea emits more, and less filtered, smoke than one million cars combined each day.

In a one-week trip, a large cruise ship generates ten backyard swimming pools of blackwater (raw sewage) and 40 more swimming pools of greywater (water from sinks, baths, showers, laundry, and galleys). It also generates large volumes of oily bilge water, sewage sludge, garbage, and noise.

Sail Across the Atlantic on a Cargo ship

More cargo ships cross the Atlantic than sailboats. This is a non-sailing ship option that can take you across. Cargo ships usually rent out a few cabins to passengers. This costs a few thousand euros. Travelling with a cargo vessel can be a good alternative if you want to cross the ocean, don’t like sailing, and do not want to fly. Prepare to be surrounded by engine noise. Crossing on a cargo would take one to two weeks. Depending on the weather, cargo and size, cargo vessels run between 15-25 knots . 

There are also  sailing  cargo Atlantic crossing possibilities out there. ‘ Tres Hombres ‘ is a 32 metres Schooner transporting traditional goods like rum and chocolate between the Caribbean and Europe. Timbercoast is a 1920 built 43.5m Schooner that transports goods like coffee and gin. Both ships welcome crew on board helping out with this sustainable way of transporting goods.

My ocean sailing preference

“What kind of boat are you joining?” This was the first question most people asked me when I told them I was going to cross the Atlantic Ocean by sail. At the time, I knew nothing about boats, and thought “Does it matter? I just want to make the passage!” Having sailed across on five completely different boats across the Atlantic, I know now that the type of boat determines large part of the experience.Not just because of the boat, but because of the tasks and people involved with that type of boat.

My preference is to crew on a smaller monohull sailboat of 40-44ft – basic but adventurous and on these boats, I've met the coolest captains. Monohulls are more fun to sail. It's easier to ‘feel' the boat as opposed to a catamaran. It's kind of like a scooter versus a quadbike.

Smaller boats generally allow for more exploring and socialising time around the harbour- since there's usually less work to be done. This is the adventurous way of travelling by sailboat where you go with the weather and with others as excited about the adventure as you. I sailed as crew on these kind of sailboat for years ( Here is a video summary of my story ).

At the end, it's the people who make the trip! In my survey amongst 100 Atlantic ocean Crew & Captains who have done it, almost everyone answered to the question: “what would you do different, if you'd go again?” “I'd take more time to find the right vessel, with like minded and value sharing people.

Finding a boat is the easy part, finding the right and safe vessel aligned with your vibes and values, is the main challenge. With Ocean Nomads we now created a toolkit to help you dip your toes into the ocean nomads lifestyle , happy, safe, and meaningful.

How to find a sail boat ride across the Atlantic?

Here’s what I and ocean nomads have created for you to help you get out there, happy, safe, and meaningful.

It’s that time of the year again when many head south and west to follow the sun, catch the tradewinds, and realize ocean dreams.

Travelling an ocean on someone else’s sailing boat, or taking a stranger on board is not a straightforward endeavour. To be ready to expect the unexpected, careful investigation and preparation is essential. Four Ocean Crossings and 30.000 Miles of boat hitchhiking on dozens of vessels, as well as organizing crew for +10 different trips now, I figured out a few things, and keep learning:).

Here are the latest waypoints to help you on an ocean adventure, fun & impact:

• We’ve created resources and mini-courses on Sailing across the Atlantic, Offshore crew packing lists, Ocean crew preparing tips. Provisioning with minimum waste, Veggie recipes, Zero waste nomad life, and ocean education information. But the real value is the network you can tap into, find answers, connections, and support to make the ocean adventure dreams real.

• Because of that we can create way real value and attract real dedicated members only who are serious about making dreams real. 

NEW in 2024! The Sailboat Travel Crew Prep course.

I help you transition from being new to sailboat travel to a confident crew member securing a position safe, soon and sustainable. All my sailing lifestyle crew tips condensed into one pack. 

Ps. If any of the above has helped you, I'd love to hear so! Make a comment, leave a review on @oceanpreneur or @oceannomads.community, fill out the big Atlantic Ocean Crew survey

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The best appropriate boat is about 30 to 40 feet long. In case you using a smaller boat, there is a possibility that it may not withstand harsh weather conditions and ocean currents.

thank you so much for this cool article.

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11 myths about sailing across the Atlantic that people still believe

• November 23, 2023

What does it really take to sail an Atlantic circuit? Justin Halewood cuts through the noise to share what he and his family have learned

For many people, sailing the Atlantic Circuit is a voyage of a lifetime, encompassing both adventure and the challenge of crossing the world’s second-largest ocean. Yet, like any great adventure, it’s not immune to myths and misconceptions that can cloud the perception of what the journey truly entails. This is perhaps particularly true in an age of social media, which has undeniably helped to promulgate fallacies about living on a boat and sailing offshore.

Many Instagram accounts (ours included) paint a picture of uninterrupted serenity and often omit the everyday challenges and hard work that come with life at sea. This idealised version of sailing can lead to unrealistic expectations among aspiring liveaboards, who may not fully grasp the complexities, responsibilities, and occasional hardships involved. It’s important for prospective voyagers to view these stories with a discerning eye and seek a well-rounded understanding of the sailing lifestyle beyond the Instagram filter.

In this article, we’ll delve into some common myths associated with the Atlantic Circuit in particular, looking for the facts behind the fables. The examples below are based on our own experiences and will probably provoke strenuous disagreement as well as knowing nods.

To state the obvious, what holds true for one boat and crew may not necessarily apply to another, as each voyage is a unique combination of conditions, experiences, and perspectives.

The odds of being sunk while navigating through ‘orca alley’ might be in the realm of approximately 1 in 5,000

Orcas are your enemy

In recent times, the mere mention of orcas along the Iberian coastline has conjured visions of formidable marine predators lurking beneath the surface, poised to tear off the rudders of unsuspecting yachts. While reports of orca interactions are increasing, it’s important to remember there are no recorded incidents of wild orcas harming humans in their natural habitat – so if your boat is attacked, try not to take it personally.

Since 2020, three vessels have sunk after these encounters around the Iberian coastline, out of roughly 500 documented interactions. It is estimated that orcas make contact with only one out of every 100 boats sailing through their location. By my rudimentary calculations, this means the odds of being sunk while navigating through ‘orca alley’ might be in the realm of approximately 1 in 5,000. I would suggest the odds of getting caught up in a lobster pot along the same stretch of coastline are far, far higher, potentially with similar disabling consequences to your typical orca attack.

Though I want to avoid trivialising the matter, it was noteworthy to us that some cruisers had resorted to extraordinary measures to safeguard their vessels, including the preparation of explosives, chemicals and diesel to pour over the side.

It’s worth mentioning that the Iberian orcas, with a population numbering a mere 39 individuals, are designated as critically endangered. Any form of harm inflicted upon them falls squarely within the category of a criminal offence, as defined by an array of regulations and treaties, potentially carrying severe penalties, including imprisonment.

Take reasonable precautions by timing your passages to avoid periods of high interactions in particular areas (there is good data for this now) and the risk becomes a negligible one to be managed as for any other hazard at sea.

For the most part, encountering orcas while embarking on the Atlantic Circuit is a captivating and awe-inspiring experience rather than a cause for alarm. Cherish the moment, respect their domain, and let it serve as a reminder that we are privileged guests in their habitat.

The wind will be behind you most of the time so get ready to roll…

You’ll sail downwind most of the time

One undeniable truth about the traditional East to West Atlantic Circuit is the prevalence of downwind sailing. While the wind won’t be aft of the beam a full 100% of the time, if you pick your weather windows carefully, it can come close.

Perhaps our surprise at this was a result of being conditioned to beating into southwesterlies in the Solent, rather than sailing with the prevailing wind direction. For that reason it’s worth focusing your preparations for life on the run, preparing for rolling with lee cloths and safe stowage; having a good gybe-preventer system; and downwind sail options you’re confident with offshore (our preferred sail plan was two genoas run wing-on-wing, plus main when possible).

Cruising chutes, spinnakers and parasails can be a fun addition to your sail wardrobe but ask yourself if you’re happy gybing with them, leaving them up overnight or using them with self-steering systems, particularly if short-handed.

Justin invested in a Starlink, Hydrovane, outboard, solar, running rigging and more… and some fishing kit to catch this mahi mahi

Expensive upgrades are a luxury

Some may harbour the delusion that worn-out gear and minimal spares will suffice for an Atlantic Circuit. This notion is not only misleading but potentially dangerous. In our experience the importance of reliable equipment cannot be overstated.

The Atlantic crossing in particular is an unforgiving environment, with UV, chafe, swell and high temperatures subjecting your boat and its equipment to new and unchartered demands. These conditions have a nasty habit of finding where you’ve taken shortcuts with your preparations.

Article continues below…

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Two common examples from our experience: Trying to get by with a single electronic auto-helm – most are not designed for continuous use in rough conditions and can fail if overworked. If short-handed, this is a vital piece of equipment and its failure can lead to dangerous levels of fatigue among crew trying to juggle hand-steering, sleep, cooking and sail changes. Take a spare or better yet, invest in a reliable wind vane system (we chose a Hydrovane).

We took a wide range of spares but didn’t use most of them. But those we did use helped us avoid stressful situations waiting for packages to arrive in remote places. Plus, the cost of spares once out of Europe can be shockingly high.

There appears to be a certain ‘make do and mend’ romantic sentimentality among some cruisers. Self-sufficiency has its charms, but it’s crucial to remember that your safety, as well as that of your vessel (and other boats nearby who may be tasked to help if your equipment fails), is paramount. Prepare yourselves and the boat as thoroughly as you can, trying to avoid over-thinking the investment in purely monetary terms.

Despite its tropical charms, the Caribbean’s no sailors’ paradise

The Caribbean is the ultimate destination

While the Caribbean may evoke images of idyllic, sun-soaked sailing adventures, it’s not always the tropical and tranquil haven it’s be made out to be (and perhaps once was), especially when compared to the more familiar waters of the UK and Europe.

Behind the Caribbean’s postcard-perfect exterior, there are plenty of inescapable downsides. Unpredictable weather, vicious squalls and choppy seas can make short passages between islands feel like relatively epic endeavours. Sweltering heat and humidity can make conditions down below uncomfortable and sleeping without fans or cooling difficult. Additionally, provisioning can be expensive, as food prices soar outside Europe.

If and when we set sail again in future, we’d be tempted to stay in Europe. The nine islands in the Azores, two in Madeira and seven in the Canaries make for a good alternative to the Caribbean, with arguably better weather and sailing conditions; cheaper and higher-quality provisioning; and well-equipped marinas. One marina in the Atlantic islands worked out at 7 euros a night for a 36ft monohull, with water, electricity and the use of washing machines and showers included!

While it is hard to beat a Caribbean sunset spent on anchor, it is important to be realistic about the pros and cons of all cruising areas, keeping an open mind to less conventional destinations.

Stock up on staples to keep your costs down

Provisioning can be incredibly expensive

As you sail away from European shores, another myth that may unravel is the idea that provisioning will be more affordable in less developed areas, with an abundance of fresh local produce. The opposite is often true.

In particular, when you reach the Caribbean or more remote areas, the cost of food can rise significantly. The islands rely on imports that are often heavily taxed, which can drive up prices for both essential provisions and dining out.

We made a hobby out of finding new record prices for our provisions, with £14 for a single cauliflower in Antigua being a favourite. The best solution appears to be to stock up as far as possible in Europe (think sauces, condiments, dried goods, luxuries), with the exception of rum that is in plentiful and cheap supply once you reach The Antilles.

Getting insurance cover can be complicated and costly

Insurance is simple

Securing insurance for an Atlantic circuit voyage is an often-underestimated challenge. Many sailors are surprised by the complexities involved in obtaining comprehensive cover for the transatlantic leg in particular, even after years of loyal custom with their existing provider. Factors such as vessel condition, crew experience, safety equipment, and planned route all weigh heavily in the underwriting process. It’s definitely worth investing time and effort in finding an insurer willing to provide adequate cover at a reasonable cost before setting off.

Don’t fall into financial wishful thinking

A shoestring budget is fine

One of the enduring myths surrounding the Atlantic circuit is that it can be undertaken on a shoestring budget, subsisting on freshly caught wild lobsters while spending life on the hook.

While the concept is well grounded in historical precedents, it’s crucial to dispel this notion for modern-day cruisers. There is no avoiding the fact that sailing an Atlantic circuit demands careful planning and financial preparedness. From ongoing vessel maintenance and renewing safety equipment, to provisioning and marina fees, the costs can quickly add up.

Be careful of economical ‘budgets’ proudly shared by other cruisers, as they often seem to omit expenditure on maintenance (I’ve sometimes wondered if this is some form of coping mechanism) and treat UK-based expenditure as an invisible line item (i.e. home insurance, phone bills and mortgage costs).

In summary, there appears to be a unique set of accounting rules for sailors that help us avoid the reality that this is not a cheap hobby.

Attempting the journey with insufficient funds may not only jeopardise your safety but also limit your ability to fully embrace the experience. In reality, while budget-conscious sailors can find ways to economise, it’s essential to acknowledge that this is not an endeavour that can be undertaken without a reasonable financial commitment.

Plan your budget then add 50%.

Adequate shade and hydration are essential for a comfortable cruise

The sun is both friend and enemy

As you head south, basking under the sun’s increasingly warm embrace is undoubtedly a delight but too much of a good thing can have adverse effects on your skin and overall well-being. Having good protection from the sun is vital to ensuring your crew don’t end up with sunstroke, sunburn and dehydration.

First and foremost, ensure your cockpit is adequately shielded from the sun with a decent bimini that can be left up while sailing. As you head into the tropics, having side panels to protect you from the morning and late-afternoon rays will feel like a wonderful luxury. In addition to our bimini, we purchased some simple canopies to protect the cockpit and shade the deck while on anchor and in marinas.

Furthermore, don’t forget the importance of personal sun protection. Encourage the use of broad-spectrum sunscreen with a high SPF rating, wide-brimmed hats, and sunglasses to shield eyes from glare. We added a cockpit bag before we left that always held a bottle of sunscreen alongside soothing aloe vera gel for post-sun exposure relief. If you’re luck with hats is anything like mine, it’s worth taking a good number with you.

Lastly, hydration is key to staying sun-smart. We weren’t really fans of soft drinks before leaving, but having refreshingly chilled beverages such as coconut water and other electrolyte-rich liquids helped us stay hydrated while providing a welcome treat on passage.

Post-Brexit voyages may be harder to plan but workarounds are possible

Cruising in schengen is off the cards

For British sailors exploring European waters post-Brexit, complying with the 90-day rule within a 180-day period in the Schengen Area presents a significant logistical challenge. Reading many blogs and articles, you’ll be told it’s crucial to maintain accurate records of entry and exit dates, as overstaying can result in fines, penalties, or even being denied entry into Schengen countries in the future.

Adhering to this rule can result in a relatively rushed dash south to the Canaries in time for your crossing. The problem comes when trying to cross Biscay before the end of August but not wanting to leave the Canaries until the trades establish typically in mid to late November. When you factor in waiting for good weather, this plan often means you have less time to explore the Atlantic coast of Europe along the way.

In our opinion to miss spending time in areas like the Spanish Rias would be to pass over some of the best parts of an Atlantic circuit. In addition, the artificially compressed time frame involved with leaving the UK later in summer in order to comply with the 90-day limit, can create pressure to accept less favourable weather windows and therefore pose higher risks to boat and crew. We didn’t think this was acceptable or in the spirit of the regulations.

But there are options. To extend your time in Schengen waters beyond the initial 90 days, it is worth considering long-term tourist visas or residency permits, a process that requires months of planning. The process is even more involved if you plan to visit America and it’s worth keeping in mind that (technically) you’re unable to sail into the US on just an ETSA.

The Cruising Association is a great source of guidance and www.noonsite.com has a helpful section for each country’s immigration procedures. Some cruisers ignore the regulations altogether – something that is perhaps more feasible in Schengen than it is in the US (or so I’m told).

Track sea state rather than wind speed

Never trust the forecast

Obtaining weather forecasts is undoubtedly a critical part of any competent sailor’s preparations for a passage but we often found them to be inaccurate, specifically in underestimating the strength of the breeze. We struggle to think of an offshore passage where we did not at some stage experience 30 knots despite typically leaving with a forecast of less than 20. Add into that the influence of acceleration zones and katabatic breezes, and predicting the wind strength felt more like a game of roulette than a science.

In the end, alongside religiously downloading our GRIBS and consulting forecast apps before departure, we also relied on intuition and experience, developing a rule of thumb to take the maximum forecasted wind strength and add 10 knots. We also started to focus on the sea state rather than wind, aiming for forecasts with short and long-range swell of less than 2m to ensure a comfortable passage.

Marinas were often great value and offered more peace and quiet than an anchorage

Anchoring is for pros, marinas are for wimps

One of the enduring myths among sailors is the belief that every picturesque anchorage promises an idyllic, peaceful night’s rest. While escaping the greedy clutches of marinas in order to spend life on the hook undoubtedly has huge appeal, this utopian notion can be quickly dispelled by a rolly anchorage (at least for monohulls). Seemingly serene bays or coves could transform into the bane of our existence as we grappled with relentless rolling caused by swell that was often barely visible. For whatever reason, the rolling is typically far more irritating than that experienced when sailing downwind in a swell, often starting in the middle of the night as surface cooling stills the breeze. Over time, we learned to welcome a steady breeze to hold the boat steady.

It is also worth noting that in many places on the Atlantic Circuit, marinas can be surprisingly affordable. We found that the Spanish Rias, Madeira and, in particular, the Canaries, offered fantastic value for the level of comfort these marinas offered versus the nearby anchorages, that in the case of the Atlantic islands, often suffer from rolling and poor holding. Despite this we often encountered overly positive accounts of various anchorages, something we felt was often borne out of a pressure to appear intrepid.

In conclusion, embarking on the Atlantic circuit is a formidable undertaking that promises adventure, challenges, and a deep connection with the open ocean. While myths and misconceptions may abound, understanding the realities of this voyage is crucial for safe and successful navigation. Dispelling these myths ensures that sailors are well prepared to face the unpredictable elements and unique experiences that make the Atlantic circuit an unforgettable journey.

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> > Please support our sponsors and let them know you heard about their products on Cruisers Forums. 08-02-2021, 09:26   handed crossing of Atlantic by a guy with a 26ft Contessa with a 5HP . Is this an exceptional sailor, exceptional of exceptional luck? I know 26ft means no comfort and getting wet, but how small can you go to stay dry(ish) and have low/medium comfort? 08-02-2021, 09:33   Boat: C&C 30MK1 And charter boats. IWT World keelboat instructor. NS across to , then down to Capo Verde and all the way down to then back North to . Called a big 8. He did it on a 28 ft sailboat without a . It takes a special type of person to put yourself into that much disconfort. But some do it. 08-02-2021, 09:34   Boat: C&C 30MK1 And charter boats. IWT World keelboat instructor. on a 38ft . Was wet none the less. 08-02-2021, 10:16   Boat: Bristol 27 handed crossing of Atlantic by a guy with a 26ft Contessa with a 5HP . Is this an exceptional sailor, exceptional of exceptional luck? I know 26ft means no comfort and getting wet, but how small can you go to stay dry(ish) and have low/medium comfort? 08-02-2021, 13:19   Boat: Bristol 27 cruising . 08-02-2021, 13:35   Centaur 26's, I believe it has also been done on an Achilles 24.. Ann Davidson became the first woman to solo across the Atlantic in 1952 aboard the 23ft Felicity Ann.. Back then it was an exception and took a lot of skills.. no or electronic .   08-02-2021, 13:51   Boat: Bristol 27     08-02-2021, 17:55   , which was a 24-foot sailboat. by Robin Lee Graham 08-02-2021, 21:11   . Crossing the Atlantic during favorable times is usually a reasonably easy sail but small up the discomfort levels but youth can more than make up for it. If your in Webb Chiles league then even age has no bearing. If you don't know who this fellow is, look him up. 09-02-2021, 04:09   Boat: Bristol 27 , which was a 24-foot sailboat. by Robin Lee Graham 09-02-2021, 04:11   Boat: Bristol 27 09-02-2021, 04:44   Boat: Shuttleworth Advantage across the Atlantic every year 6.5m (21ft). Yes, they are very wet. A friend who circumnavigated with his girl friend in the 1970's in a 24ft boat who to this day he can no longer eat pasta. 09-02-2021, 06:27   , which was a 24-foot sailboat. by Robin Lee Graham 09-02-2021, 08:46   Boat: Bristol 29 09-02-2021, 08:58   , , Thread Tools Rate This Thread : Posting Rules post new threads post replies post attachments edit your posts is are code is are are are Similar Threads Thread Thread Starter Forum Replies Last Post Geminidawn Monohull Sailboats 95 27-10-2014 07:51 clm Atlantic & the Caribbean 0 26-09-2011 13:39 Crew Available: tom1986 Crew Archives 0 11-07-2011 15:33 jonas Monohull Sailboats 10 14-12-2003 09:50 - - - - - - - Privacy Guaranteed - your email is never shared with anyone, opt out any time. Eight dead after attempting to cross Channel - as 801 people arrived in UK on small boats yesterday It comes as French authorities rescued some 200 people off the coast of Calais over a 24-hour period between Friday and Saturday night. News reporter @samuelosborne93 Sunday 15 September 2024 19:12, UK At least eight migrants have died off the coast of France while attempting to cross the English Channel - as new data reveals 801 people arrived on the UK's shores yesterday. The latest government figures show those who arrived made their journey on Saturday in 14 boats. It is the second-highest number of arrivals this year. The current record for the highest number of arrivals in one day this year so far is 882 in 15 boats on 18 June. The deaths occurred after a vessel "tore apart on the rocks" off Ambleteuse in the Pas-de-Calais region of northern France overnight, a regional official said. Some 51 survivors of the disaster were rescued. Six were taken to hospital, including a 10-month-old baby suffering from hypothermia. "Driven by profit, human traffickers are putting more and more lives at risk, selling crossings in dangerous conditions on ill-suited boats," the official, Jacques Billant, said. "This is literally leading them to their deaths. "The boats are overloaded, of poor quality, underinflated, without proper flooring, underpowered, and lack life jackets for all passengers." Only one in six people on the boat had a life jacket, he added. A boat carrying migrants that was in poor condition was located off the coast of Le Portel, a French coastal town, and 55 people were rescued. Elsewhere, 61 people were picked up off the coast of La Becque d'Hardelot, 48 people were recovered near a lighthouse and at the end of the day 36 more were rescued, French authorities said. All of those rescued were brought back to land. French authorities said they monitored 18 attempts to launch boats across the Channel on Saturday. Please use Chrome browser for a more accessible video player Responding to the disaster, Foreign Secretary David Lammy said: "It's awful. It's a further loss of life." He added that the government has been "discussing how we go after those gangs, in cooperation upstream with other European partners". Lib Dem deputy leader Daisy Cooper, said it was "desperately, desperately sad" and while her party supports the government's plan to "smash the gangs", they want them to reopen safe and legal routes for asylum seekers. The Conservatives closed down lots of those routes, which allowed asylum seekers to apply in the UK but from another safe country. She said: "It would mean they wouldn't have to make that treacherous journey so we hope very much the government succeeds in smashing the gangs. "But it has to come with both tackling the security element of it and the criminal element of it while making sure we have the right routes for people who have genuine asylum claims." Steve Valdez-Symonds, Amnesty International UK's refugee and migrant rights director, said: "This is yet another appalling and avoidable tragedy and our hearts go out to the families and friends of those who've died. "These perilous crossings are seemingly becoming more and more dangerous, suggesting smugglers are taking greater chances with people's lives as they try to evade detection efforts by the UK and French authorities." He added: "The government's 'smash the gangs' slogan and its security-heavy approach is contributing to the death toll because the refusal to establish safe asylum routes means these flimsy vessels controlled by people smugglers are the only real option for desperate people fleeing persecution." Mr Valdez-Symonds added: "Until UK ministers and their counterparts in France start sharing responsibility over the need for safe routes, we should expect this weekend's tragedy to keep repeating itself time and time again." It comes less than two weeks after at least 12 people, including 10 women and girls, died after a boat with dozens of migrants tore apart in the English Channel . The French coastguard said more than 65 people were rescued after the vessel got into difficulties off the coast of Cap Gris-Nez. Keep up with all the latest news from the UK and around the world by following Sky News France's interior minister Gerald Darmanin said only eight of the 70 people on board had lifejackets. It was the deadliest incident so far this year, which had already seen 25 people die attempting to cross the Channel. Be the first to get Breaking News Install the Sky News app for free At least 45 people have died in Channel crossings so far this year. More than 21,000 people crossed the English Channel in small boats between January and September this year, government figures show. Finest Hour Publications Finest Hour 148 Getting there: churchill’s wartime journeys. Reading Time: 17 minutes Winston Churchill, Parliament Square, London © Sue Lowry & Magellan PR Past Events Upcoming Events Affiliate and Chapter Events Join the Society Join Us On Facebook May 1, 2013 FINEST HOUR 148, AUTUMN 2010 BY CHRISTOPHER H. STERLING Professor Sterling ( [email protected] ) teaches Media Law and Policy at The George Washington University, Washington, D.C.  ABSTRACT In a time when the world leaders, and their spouses, fly jumbo jets stuffed with aides and staffers, we recall how an embattled Prime Minister traveled to more vital meetings rather less elaborately: an epic tale of Determination for a man his age. 2024 International Churchill Conference ================== It’s easy to forget, in this time of daily jet travel, that long-distance flying was once rare, cumbersome and uncomfortable, and sometimes dangerous. Flying transatlantic was unusual before 1940; navigation was complex yet rudimentary, landing places limited. And from September 1939, German forces were determined to destroy any British aircraft or ships they came across. [1] Despite these facts, Churchill traveled farther and more extensively than any other wartime leader. He believed strongly in face-to-face negotiations with his overseas counterparts and their military. As Prime Minister from 1940 to 1945, he made at least twenty-five trips outside Britain, some ranging over several continents and lasting for weeks. He preferred to fly, simply to save time. [2] And Churchill by then was neither young nor, at least on paper, particularly fit. Aged 65 at the outset of his premiership, working long hours and abhorring exercise, he seemed ill-equipped for stressful travel. Indeed he became seriously ill on one trip, and had health problems on others. He persevered despite the inconvenience and danger. We now know that Churchill was rarely in danger of German attack, but the tension of flying or sailing made planning for his trips complex and nerve wracking for his staff. [3] On the plus side, Churchill was a seasoned traveler well before taking up residence at Downing Street. He had sailed on many passenger liners, [4] had briefly learned to fly and often flown as a passenger after 1918, [5] and regularly took Imperial Airways flights to the Continent during the 1930s. As First Lord of the Admiralty in 1911-15 and again in 1939-40, he had visited or traveled aboard a variety of naval vessels. He substantially expanded this experience over the five years of his wartime premiership. FLAMINGOES, FLYING BOATS AND COMMANDO Churchill’s wartime travels began less than a week after he became Prime Minister. His first five treks were to France during the May-June six-week war, usually in one of three new de Havilland D.H. 95 Flamingo transports of RAF No. 24 (Commonwealth) Squadron, based at RAF Hendon. The twin-engine Flamingo was all-metal—though de Havilland had built only wooden aircraft up to that point. It held twelve to seventeen passengers. The Flamingos were registered G-AFUE, G-AFUF, and R2765, though none was given an individual name, a then-common practice. [6] GET OUR BULLETIN Always escorted by fighters (since German aircraft posed a growing threat), Churchill flew to Paris three times; then pursued the retreating French leadership on difficult and dangerous flights to Briare, eighty miles south of Paris, and later to Tours on the eve of French capitulation. The flights were uneventful—and, sadly, so were the talks. Eighteen months later, returning from meetings with Allied leaders in Washington and Ottawa in January 1942, Churchill made his first flight across the Atlantic aboard Berwick, a Boeing 314A flying boat [7] painted in olive drab camouflage with large Union Flags under her cockpit windows. She was flown by British Overseas Airways Corporation (BOAC) personnel under military orders. The plane was comfortably fitted with peacetime luxury furnishings and food service for VIPs. Her cabin was divided into several compartments, including a dining area and separate bathrooms for men and women. Passengers could move about, and comfortable full-length bunks could be folded down from the bulkhead. Until the arrival of his Skymaster transport toward the end of the war, the flying boat was Churchill’s most luxurious airplane. Headed for Bermuda and a sea voyage home, WSC climbed into the Boeing’s cockpit and happily sat opposite the pilot with a cigar clamped in his teeth. He was so taken with the plane that he inquired of Captain John Kelly Rogers whether Berwick could fly him home. Assured that she could, Churchill cancelled plans to sail back from Bermuda. Rogers took on a full load of fuel and saved the Prime Minister several days in transit. Six months later, Churchill made his only Atlantic round trip by air during the war. Only a handful of prewar passenger flights had followed that route, though military aircraft were being regularly ferried across by mid-1942. On 17 June 1942, Churchill and his party boarded BOAC’s Bristol (a sister to Berwick) at Stanraer, Scotland, flying to Baltimore. Ten days later, they returned on a northerly route via Newfoundland. A trip to the Middle East and on to Moscow in August 1942 (see article following) involved the first airplane assigned specifically to WSC: an American-built Consolidated LB-30A named Commando. Based on the four-engine B-24 bomber but with a single tail like U.S. Navy variants, she was one of a growing number of bombers and transports flying the risky Atlantic (nearly fifty air personnel were killed in the ferrying process over five years). Commando was piloted by William J. Vanderkloot, who had flown airliners before the war. With his navigation and piloting experience, he was appointed as Churchill’s pilot by Air Chief Marshal Charles Portal. He and the plane had arrived from Montreal, conveying three Canadians to Prestwick, near Glasgow. [8] Despite being assigned to the PM, Commando was a far cry from the flying boats. Her deep fuselage lacked windows (the cargo plane on which she was based didn’t need them); the only outside light came from the cockpit. There were drafts, and at first no heat; the shelves in the back of the cabin were the only sleeping accommodation, though a simple cooking stove was provided. Lacking cabin pressurization, Commando rarely flew over 8000 feet, enough to surmount most bad weather. Her name painted at a jaunty angle under the cockpit, the lumbering giant was painted matte black, for she often flew at night. [9] None of Churchill’s airplanes was pressurized. Since he was susceptible to pneumonia, a special oxygen mask was made for him by the Institute of Aviation Medicine at Farnborough. He slept wearing it, even with Commando’s low altitude. [10] Some time later a transparent pressure chamber was devised, into which Churchill could crawl, cigar and all, if the aircraft had to climb. But it would not fit into any of his aircraft without disassembling the rear fuselage, and was rejected out of hand. [11] Churchill ventured abroad four times in 1943, including two of his longest wartime journeys. On 12 January he flew on Commando from RAF Lyneham to Casablanca. The trip lasted nearly a month, including subsequent stops at Nicosia, Cairo, Tripoli and Algiers, and was his final journey on that aircraft. ASCALON AND THE SKYMASTER For a visit to the troops in the Middle East six months later, Commando was replaced by a new Avro York, the only British-built transport of the war. Designed in 1941 and first flown in mid-1942, it used the wings, tail, Rolls-Royce Merlin engines and landing gear of Bomber Command’s famous Lancasters, but had a more capacious square-section fuselage. Assigned to RAF Northolt in March 1943, the York also flew King George VI. More than 250 of the type were built, some serving through the 1950s. Churchill’s York, the third prototype, had eight rectangular windows rather than the standard round perspex windows, an improvement on Commando’s claustrophobic fuselage. She was named Ascalon, after the sword St. George used to slay the dragon, a name suggested by No. 24 squadron’s commander. [12] Ascalon featured a telephone for talking to the flight crew, a bar and a table with an ashtray, and carried a thermos flask, the latest newspapers and books. Engineers even came up with an electrically heated toilet seat, though Churchill complained that it was too hot and it was disconnected. In August 1944, with Bill Vanderkloot in command, Ascalon flew Churchill to Algiers and then Naples to visit the Italian theater. There were several other segments of this journey before Ascalon returned home. Two months later, in her third, very lengthy and final trip, Ascalon carried Churchill to Moscow by way of Naples and Cairo, then across Turkey and the Black Sea. True luxury aloft arrived in November 1944 when Churchill was presented with a brand new four-engine Douglas C-54 Skymaster from America. President Roosevelt already used one, dubbed the Sacred Cow. [13] The first C-54 to arrive in Britain under Lend-Lease, Serial EW999 bore no specific name. She was his first aircraft with tricycle landing gear, which meant no more climbing “uphill” while boarding. But since her deck was more than nine feet off the ground, she carried her own boarding steps—no airport then had such equipment. More than 1200 C-54s were constructed during the war; many were converted for airline service (as DC-4s) afterwards. The Skymaster arrived with an unfinished interior, but Churchill voiced a vague desire that she “look British.” [14] Armstrong Whitworth in Coventry created a paneled conference room with a table seating twelve, sleeping accommodation for six including a stateroom for the PM with a divan, wardrobe, easy chairs and desk. The C-54 reached RAF Northolt in early November 1944, and soon departed on her first Churchill trip, a brief flight to Paris (and back from Rheims three days later) as the PM visited British commanders. On Christmas Eve 1944, Churchill boarded the Skymaster for Athens, where he mediated the Greek civil war. His pilot was now RAF Wing Commander “Bill” Fraser. [15] His next important wartime trip was to the Big Three conference at Yalta in February 1945. The Skymaster flew first to Malta, and then, adding fighter escort, across Turkey and the Black Sea for the Saki airport serving Yalta. Fraser parked her next to the Sacred Cow, and both planes were guarded by the Red Army; even their crews had difficulty gaining access. In late March, the Skymaster departed Northolt with the PM’s wife Clementine, who had been invited to inspect Russian Red Cross and hospital facilities. The trip took several days due to a holdover in Cairo while Russian transit arrangements were made. She returned after VE Day via Malta. The PM’s twenty-fifth and final wartime trip was on the Skymaster to Bordeaux (where he relaxed and painted for a week); and then on to Berlin for the final summit at Potsdam. On July 25th, it flew him home for the election returns that ended his wartime travels. OVER THE SEA IN SHIPS Though Churchill preferred to fly, surely his most comfortable journeys were aboard His Majesty’s Transport Queen Mary [16] , flagship of the Cunard Line and longtime Blue Riband holder for the fastest North Atlantic crossing. Commandeered for war transport in 1939, she was painted a flat naval grey, and was soon equipped to carry thousands of GIs to Britain (and prisoners back to North America). But some first class cabins staterooms were maintained in pre-war splendor for use of VIPs including Churchill. Churchill’s first wartime voyage on Queen Mary was from the Clyde to New York in May 1943; three months later, he sailed again from the Clyde, this time for the first Quebec Conference. About a year later, Queen Mary brought him to Halifax, where he entrained for the Second Quebec meeting. This time he enjoyed her amenities both ways, for the Queen also carried him home from New York. Another former passenger liner used by Churchill during the war was HMT Franconia, a Cunarder since 1923. She provided accommodations, communications and supplies for the PM at Sebastopol during the Yalta talks. Other seaborne transport was provided by the Royal Navy, including three modern battleships, an older battlecruiser, and two light cruisers. Conditions here were more austere, but WSC would occupy the admiral’s cabin if there was one, or the best cabin otherwise, while deck officers were bumped down or doubled up to accommodate WSC’s party. Staff meetings were held in the officers’ wardroom. Accompanied by “a retinue which Cardinal Wolsey might have envied,” [17] the PM boarded the new battleship HMS Prince of Wales at Scapa Flow for his August 1941 trip to visit Roosevelt in Newfoundland. Observing radio silence so as not to attract German attention, the battleship carried Churchill’s party to a secret rendezvous in Placentia Bay, which resulted in the “Atlantic Charter” [18] Movie newsreels showed both leaders, their staffs and ships’ crews singing hymns at Sunday morning services on her aft deck. Sadly, many of those sailors were drowned just four months later when the Japanese sank Prince of Wales off Malaya early in December. (See Finest Hour 139:40-49.) After the Japanese attacks on Pearl Harbor and British Southeast Asia, Churchill left the Clyde for America on 13 December aboard the new battleship HMS Duke of York (a sister to the ill-fated Prince of Wales). Sailing across the North Atlantic in mid-winter was hardly a pleasant trip. But WSC, a good sailor, was indifferent as the 45,000-ton ship pounded gale-force winds before finally reaching Hampton Roads, Virginia. In August and November 1943, Churchill traveled aboard the aging battle cruiser HMS Renown. Indeed, his longest journey began in mid-November when his party left Plymouth on Renown for Gibraltar, Algiers, and Malta. (See Vic Humphries, “Glimpses from the ‘Taxi’: HMS Renown 1943,” FH 113:24-25, Winter 2002-03.) Though he had hoped to fly home, a serious bout with pneumonia during the trip saw him consigned to the battleship HMS King George V, which arrived at Plymouth in mid-January 1944. His aircraft Ascalon stayed on at Gibraltar for several days, seemingly under repair, in an attempt to confuse German spies watching from nearby Spain. [19] SMALL CRAFT, SHORT VISITS On at least three occasions, Churchill spent short periods on destroyers. Six days after the Normandy landings, he took a one-day outing to view the invasion beaches aboard HMS Kelvin which, to his delight, fired on German shore positions while he was aboard. The ship sailed from and returned to Portsmouth. Ten days later he boarded the destroyer HMS Enterprise off Arromanches, France to witness the invasion’s progress. And in August 1944, he was aboard HMS Kimberley to observe troops going ashore on the French Riviera. He briefly traveled on two light cruisers: Early in 1945, traveling as “Colonel Kent” en route to Yalta, he spent two days aboard HMS Orion in Malta’s French Creek. He used the admiral’s cabin to sleep and shake a fever, and to meet with aides. [20] Homeward bound after Yalta, he rested for a few days aboard the cruiser HMS Aurora in the Egyptian port of Alexandria. Churchill made numerous short hops to visit troops on the Continent on C-47 Dakota twin-engine transports, usually flown by the RAF. Some 10,000 were manufactured; this military version of the ubiquitous DC-3 airliner saw service in every theater. Seating twenty-one in airline service, but twenty-eight or more in military guise, the C-47 carried anything and everyone. Americans dubbed it “Skytrain” for its flexible capacity. The Dakota was the largest of the twin-engine aircraft which carried WSC. In addition to the Flamingo for his French flights in mid-1940, Churchill also flew on Lockheed Lodestars. Based on the civilian Model 18 airliner, the military Lodestar first flew in mid-1941 and saw extensive use with multiple services and countries in most theaters. Supplied to the RAF under Lend-Lease, Lodestars served as VIP transports operated by RAF No 173 squadron in North Africa beginning in mid-1942.21 And Churchill flew aboard a U.S. Navy Lodestar from Norfolk to Washington on one of his American trips. Churchill’s exhaustive wartime travel and vast array of conveyances demonstrate his determination to overcome time and distance, even in the face of discomfort and potential danger. The logistics in arranging these trips were complex; many were pioneering flights over huge distances. But he was a great believer in personal diplomacy, and his methods helped him cement the personal relationships he saw as so valuable to international relations. 1. For the chronology, see Lavery, Pawle and (though less detailed) Celia Sandys, Chasing Churchill: Travels with Winston Churchill (London: HarperCollins, New York: Carroll & Graf, 2003). As for the substance of these trips, there are shelves of books, including Churchill’s own six volume war memoirs. 2. The best and most complete account of most (though not all) of these journeys is in Brian Lavery, Churchill Goes to War: Winston’s Wartime Journeys (Annapolis: Naval Institute Press, 2007). Lavery’s maps, diagrams and photos are especially helpful. 3. The first detailed account of the arrangements that lay behind these many trips is in Gerald Pawle, The War and Colonel Warden (London: Harrap, 1963) whose title is one of Churchill’s travel code names. Pawle’s book is based on the recollections of Royal Navy Commander “Tommy” Thompson, who closely planned many foreign trips and was present for most. 4. For a summary, see Christopher Sterling, “Churchill Afloat: Liners and the Man,” Finest Hour 121 (Winter 2003-4),16-22. 5. Christopher Sterling, “Churchill and Air Travel: Ahead of His Time,” Finest Hour 118 (Spring 2003), 24-29. 6. Email communication, Robert Duck to Richard Langworth, 9 December 2007. 7. Three of the craft, huge for their time, had been purchased for a million dollars each from Pan American Airways, which retained nineothers for its Pacific and Atlantic routes. The purchase was made about the time Churchill was making his aerial round-trips to France. 8. Vanderkloot’s adventures flying Churchill (he died in 2000 at age 85) are related in the accompanying article by his son, and in Bruce West, The Man Who Flew Churchill (Toronto: McGraw-Hill Ryerson, 1975). Unfortunately, the book is filled with fictional “conversations” and suppositions of what people were thinking, and it lacks an index. See also Verna Gates, “Churchill Was His Copilot,” Today’s Officer (October 2004), available here . Vanderkloot’s son recently addressed our Georgia affiliate. 9. Commando was not always black. One of the few photos of the complete aircraft shows her in natural metallic finish, but not the olive drab then so common. See Peter Masefield and Bill Gunston, Flight Path  (Shrewsbury, England: Airlife, 2002), 131. Masefield claims Churchill flew this trip on a different though similar transport, the Marco Polo, but no other source—including Churchill’s own memoirs—agrees. 10. T. M. Gibson and M. H. Harrison, Into Thin Air: A History of Aviation Medicine in the RAF (London: Robert Hale, 1984), 80. 11. Jerrard Tickell, Ascalon: The Story of Sir Winston Churchill’s War-Time Flights 1943 to 1945 (London: Hodder & Stoughton, 1954), 79. The subtitle is anachronistic, since Churchill was knighted in 1953, not during World War II. The book is now difficult to find. 12. Donald Hannah, The Avro York (Leatherhead, England: Profile Publication No. 168, no date), 4. Lavery is mistaken when he says this airplane was lost over the Atlantic in 1945 (371). In reality she served for a decade after flying Churchill. The lost aircraft was Commando . 13. Arthur Pearcy, “Douglas DC-4,” Chapter 8 of Douglas Propliners DC-1 to DC-7 (Shrewsbury, England: Airlife, 1995), 105-16. Douglas began designing a larger follow-on airliner to its world-beating DC-3 in the late 1930s. First flown in 1938, the DC-4E (for experimental) was deemed too large by airline managers of the time, and the prototype was sold to Japan. Reworked to a trimmer size, the new aircraft first flew in early 1942. Army and Navy demand for a larger transport meant that none would enter their intended airline service until after the war. Instead, designating them C-54 “for the duration,” Douglas began turning out bare bones four-engine transport aircraft. 14. Several sources quote this line. See, for example, Lavery, 301 (and the previous page, which includes a diagram of the special Skymaster’s layout). 15. Pearcy, 108. 16. This journey was Churchill’s first trip aboard a ship he would sail on often in later years. He published an article about the Queen Mary at the time of her maiden voyage, in The Strand Magazine , May 1936. A reprint is in Finest Hour 121 (Winter 2003-04), 23-28. 17. John Colville, The Fringes of Power: Downing Street Diaries 1939-1955 (New York: Norton, 1985), 424. 18. A good contemporary account of the trip is in H. V. Morton,  Atlantic Meeting (London: Methuen, 1943). 19. Tickell, 69-70. 20. Douglas Austin, Churchill and Malta: A Special Relationship  (Stroud, England: Spellmount, 2006), 161. 21. David J. March, ed., British Warplanes of World War II (London: Amber Books, 1998), 171. Despatch Box The 1954 sutherland portrait, a tribute, join us, #thinkchurchill. thechurchillsociety 🔹: ICS OFFICIAL Posts dedicated to the leadership and memory of Sir Winston Churchill. 🇬🇧|🇺🇸 Get the Churchill Bulletin delivered to your inbox once a month. Join the International Churchill Society today! Membership starts at just $29/year. Yachting World Digital Edition Life-changing voyage: Sailing solo across the Atlantic in a 22ft sloop May 28, 2019 Max Campbell explains how his dream of sailing solo across the Atlantic almost became a nightmare Flying Cloud is hardly the ideal yacht for sailing across the Atlantic Having graduated from university, we had no commitments to work or education, and the freedom was overwhelming. And what better way to travel than a small sailing boat? We were transients, able to make a home wherever we dropped anchor – ever sure of a warm bed and a hot meal. Our arrival in France was a novel occurrence, for both us and the people we met. With every stop, people were taken aback at the sight of two Cornish boys in a tiny wooden boat. Max and Harry aboard Flying Cloud in northern Spain We headed south down the Atlantic coast and by September, we were cruising west along the rugged, green and foggy northern coast of Spain. We were welcomed in the smallest fishing harbours, our long mooring lines fixed to the tall granite harbour walls. The friendly harbour authorities would come by and ask for nothing more than our names, then invite us to make use of the facilities and stop for a drink at the local Club Nautico. In Portugal, the lush scenery was replaced with a flat, arid landscape. Brightly painted houses lay behind rocky cliffs and long sandy beaches. We poled out the jib and embraced the Portuguese tradewinds, goose-winging our way to Lisbon. Here we made friends not with the locals, but with a motley group of single-handed yachtsmen, who were all, like us, bound for the Caribbean for the winter. We were living the same dream – and we were doing it on a shoestring. Then Harry jumped ship and joined up with a girl who had a van. In Lisbon he moved his possessions from Flying Cloud ’s modest saloon into his new lover’s comparatively spacious 1997 Vauxhall Arena. It was an emotional goodbye, and initially I felt lonely and slightly dispirited at the thought of no longer having my best friend around to share conversation and boost morale. Also, on a practical level, it meant I would be unable to leave the helm when underway. So Harry was replaced with a bungee attached to the tiller – the ultimate short-term self-steering system. Article continues below… ‘Did you sail that thing here?’ – solo across the Atlantic in a Folkboat It’s a funny thing, the further I sailed away from northern Europe, the more attention my boat attracted in marinas… Unfinished business: Sailing back across the Atlantic in a 22ft sloop This is part two of Max Campbell’s account of sailing solo across the Atlantic – make sure to read part… My inspiration to continue sailing came from Flying Cloud ’s library, which contained an array of works by influential adventurers: Chris Bonington, Tristan Jones, John Guzzwell, Shane Acton, Yossi Ghinsberg, Laurie Lee, Sir Robin Knox-Johnston and Bernard Moitessier. Dreams of adventure occupied my thoughts; I yearned for adventures of my own. The imperfect vessel Flying Cloud is a strong and capable little yacht. Her decks had been sheathed in epoxy, and she had a relatively modern aluminium rig and single cylinder Yanmar engine. But there were still three very important additions I needed to make before sailing across the Atlantic : self-steering; a sprayhood; and drainage in the cockpit. I had always believed modern sprayhoods looked tacky on classic yachts and for a long time I rejected the idea of getting one. But every time solid water cascaded over the cabin top, which happened quite a lot, a hose-like stream shot down from under the sliding hatch and soaked the inside of the cabin. Keith Buchanan from Rat Island Sailboat Company, based on the Isles of Scilly, put together a canvas sprayhood, which fitted nicely over my sliding hatch. Plans for the self-steering system aboard Flying Cloud were drawn up by Max and his stepfather, Dave Cockwell, a master shipwright, in Portugal I also covered the cockpit footwell with plywood and made two drain holes through the transom. It wasn’t totally self-draining, but it was a lot better than before. Lastly, my stepfather, Dave Cockwell, who happens to be a master shipwright, and I created a series of drawings for a bespoke self-steering system. It was loosely based the design by Blondie Hasler, the man who founded the OSTAR in 1960, where the wind vane turns the trim tab, and the flow of water past the tab causes it to swing in the opposite direction, altering the course of the yacht. Apart from the wooden vane and nylon bearings, everything was made from stainless steel. There were no wires or lines and no possibility of wear. The wind vane self-steering and linkage I sailed round to the Rio Guadiana, the turbid, meandering river that separates the south of Portugal from Spain, and finally finished building the self-steering moored among the community of British expats in between the Spanish village of San Lucar and the Portuguese village of Alcoutim. I was making plans to leave, when a big low moved over the Algarve bringing three days of torrential rain. The water level quickly rose in the river and the current doubled in strength. One night, a southerly gale blew up in opposition to the river current and Flying Cloud swung around on her anchor chain like a wrecking ball. A big, saturated log, which must have rolled downstream along the river bed, managed to wrap itself three times around my anchor chain. After a long struggle to free the boat, I motored back down river, weaving my way between extensive bamboo rafts, garden sheds, and bits of homemade pontoon, finally ghosting out from behind the breakwater and back into the comparatively clean and clear sea water of the Algarve. In a westerly Force 3, I headed south-west and tried the self-steering, watching anxiously as my contraption took command. As Flying Cloud began to head up, the wind vane detected the change in direction and pushed on the trim-tab tiller, which shifted to starboard bringing her back on course. I was ready for the Atlantic. 1. The imperfect vessel 2. To the Atlantic islands 297 IMAGES Small boat Atlantic crossing: record attempt in a 21ft yacht Undaunted Top 7 images of yachts crossing the Atlantic The right yacht for an Atlantic crossing Micro-Yachting: UK Man to Cross the Atlantic in a 3ft 3in boat Crazy or sane? Record attempt for the smallest boat to cross the VIDEO RC Yacht Atlantic 3837 Najmi An Atlantic Crossing on a Silent Yacht!! Told by the Captain Сaptain's answers on the Atlantic crossing. Part 2 Atlantic Crossing onboard Сaptain's answers on the Atlantic crossing. Part 1 Half Billion $ Sailing Yacht A in Sardegna COMMENTS Record attempt for Atlantic crossing in smallest boat ever ends in A sailor's record-setting quest to cross the Atlantic Ocean in the smallest boat ever ended in tears when the 3-foot 10-inch boat began taking on water shortly after his departure and smashed… Crazy or sane? Record attempt for the smallest boat to cross the Atlantic The smallest boat to cross the Atlantic was 5ft 4inches, sailed by American sailor, Hugo Vihlen in 1993. Many have tried but failed to break this record. But sailor Andrew Bedwell believes he can regain this most unusual of crowns for Britain. The 48-year-old solo skipper is no stranger to sailing in small craft or pushing the limits. This Suitcase-Sized Boat Will Try to Smash a Transatlantic Record Andrew Bedwell's 3'3" sailboat is tiny, especially for the Atlantic. But the Englishman plans to break the record for smallest boat crossing. Small boat Atlantic crossing: record attempt in a 21ft yacht Small boat Atlantic crossing records are always fascinating. What motivates a skipper to test the limits by sailing offshore in a 21ft yacht?. For American sailor Jay Thompson it is his desire to highlight that the Mini 6.50 is a seaworthy boat, and that this popular French class has potential beyond the Mini Transat. 'The whole point of the Mini 6.50 class is to innovate and prove that it ... What Size Yacht To Cross The Atlantic? (Here's What You Need to Know) The size of yacht needed to safely and comfortably cross the Atlantic Ocean will depend on factors such as the number of people on board, the type of voyage, and the experience of the captain and crew. Generally, the vessel should be a minimum of 36 feet in length and have enough stowage capacity to carry enough supplies and provisions for the ... Undaunted Just 24 hours into his first attempt to sail solo across the Atlantic in Undaunted, his 42-inch yacht, Matt Kent had to turn back.. He set off from La Gomera in the Canary Islands on 6 April, but ... Small boat Atlantic crossing record attempt in a Mini 6.50 He is expected to start his small boat Atlantic crossing record attempt later this week, weather dependent. Jay Thompson, who learned to sail aged 16 in California, has previously sailed his Mini 6.50 to 9th place overall in the 2021 Mini Transat. Credit: Alexis Courtcoux/Mini Transat Euro Chef 2021. The World Sailing Speed Record Council will ... Why I'm sailing across the Atlantic in the world's smallest yacht! Andrew Bedwell's microyacht Big C is just over 1m. long. Next year he plans to break the world record for the smallest ever vessel to cross the Atlantic. Her... 15 Top tips for an Atlantic Crossing 2. Keep it simple. A smart crossing is all about consistent speed, 24 hours a day. The key is not to have downtime. There's no need to fiddle around with twin headsails, Twistlerig or expensive ... British dad attempting to sail the Atlantic in smallest ever boat It is a metre long and 11ft4 high (Picture: SWNS) He previously sailed non-stop around Britain and has taken his small 6.5 carbon racing yacht across the Atlantic and up to the Arctic Circle. Guide to Atlantic crossing by sailboat or catamaran Atlantic Crossing: Sailboat or Catamaran. The vastness of the Atlantic Ocean tests crews' sailing skills and endurance, whether they choose to ply the waves aboard a traditional sailboat or a modern catamaran. Both vessels have advantages, offering completely different sailing experiences. Sailing boat: strong emotions and contact with the sea. The best route for an Atlantic crossing Weather is a large part of any Atlantic crossing: deciding when to go, which route to follow and the sails to carry. The main consideration is to avoid the hurricane season from June to November ... 5 best small sailboats for sailing around the world As mentioned above small boats are slow boats and will arrive in port, sometimes days (and even weeks) behind their faster counterparts on long offshore crossings. Consider this scenario: two boats crossed the Atlantic on a 4,000 nautical mile route. The small boat averaged four miles an hour, while the big boat averaged seven miles an hour. If ... What kind of boats cross the Atlantic Ocean? 7 Options explained There are also sailing cargo Atlantic crossing possibilities out there. ' Tres Hombres ' is a 32 metres Schooner transporting traditional goods like rum and chocolate between the Caribbean and Europe. Timbercoast is a 1920 built 43.5m Schooner that transports goods like coffee and gin. 11 myths about sailing across the Atlantic that people still believe A shoestring budget is fine. One of the enduring myths surrounding the Atlantic circuit is that it can be undertaken on a shoestring budget, subsisting on freshly caught wild lobsters while spending life on the hook. While the concept is well grounded in historical precedents, it's crucial to dispel this notion for modern-day cruisers. Sail Across the Atlantic It typically takes place in November and involves a west-to-east crossing of the Atlantic Ocean from Las Palmas de Gran Canaria in the Canary Islands to Rodney Bay in Saint Lucia, in the Caribbean. The ARC covers a distance of approximately 2,700 nautical miles and is open to a wide range of sailing vessels, from small cruisers to larger yachts. Small Boats & Atlantic Crossing Originally Posted by robert sailor. Look up the boat Webb Chiles used for his last circumnavigation. Crossing the Atlantic during favorable times is usually a reasonably easy sail but small boats up the discomfort levels but youth can more than make up for it. If your in Webb Chiles league then even age has no bearing. Eight dead after attempting to cross Channel At least 45 people have died in Channel crossings so far this year. More than 21,000 people crossed the English Channel in small boats between January and September this year, government figures show. The right yacht for an Atlantic crossing Last year, when we carried out our annual survey of ARC skippers, we found that yachts of between 46ft and 55ft had a battery capacity, on average, of 700ah, rising to 1,000ah for yachts over 56ft ... Ex-police chief to lead efforts to tackle small boats Reducing the number of people crossing the Channel from France in small boats is one of the major challenges facing the new Labour government. Over the weekend eight people died attempting the ... Getting There: Churchill's Wartime Journeys Sailing across the North Atlantic in mid-winter was hardly a pleasant trip. But WSC, a good sailor, was indifferent as the 45,000-ton ship pounded gale-force winds before finally reaching Hampton Roads, Virginia. In August and November 1943, Churchill traveled aboard the aging battle cruiser HMS Renown. How a Tiny Archipelago Gave Russian Ships a Foothold in the Atlantic Photo: AFP via Getty Images. While Europe has worked hard to close security gaps since Russia invaded Ukraine, a tiny island group in the North Atlantic provides a loophole for Russian ships to ... LZ 127 Graf Zeppelin LZ 127 Graf Zeppelin (Deutsches Luftschiff Zeppelin 127) was a German passenger-carrying hydrogen-filled rigid airship that flew from 1928 to 1937. It offered the first commercial transatlantic passenger flight service. The ship was named after the German airship pioneer Ferdinand von Zeppelin, a count in the German nobility.It was conceived and operated by Hugo Eckener, the chairman of ... Life-changing voyage: Sailing solo across the Atlantic in a 22ft sloop Max Campbell explains how his dream of sailing solo across the Atlantic almost became a nightmare. On a cloudy midsummer afternoon, my best friend, Harry Scott, and I waved goodbye to our worried ... Wrecked French steamship discovered off New Bedford The collision left Le Lyonnais bearing a hole in the hull that would eventually sink the boat. Of the 132 passengers and crew, 114 died. ... a regularly scheduled run crossing the Atlantic and an ... Russia's Espionage War in the Arctic A fishing boat was no longer just a fishing boat, in the eyes of Norwegian authorities. That summer, the Russian government had declared that commercial vessels could be co-opted by the military for any purpose. ... With each trip to the Atlantic, ... refugees were arriving at Storskog, the only official Norwegian-Russian border-crossing point ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht