yacht sailing design

• Yachting World
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43 of the best bluewater sailboat designs of all time

• January 5, 2022

How do you choose the right yacht for you? We highlight the very best bluewater sailboat designs for every type of cruising

Which yacht is the best for bluewater boating? This question generates even more debate among sailors than questions about what’s the coolest yacht , or the best for racing. Whereas racing designs are measured against each other, cruising sailors get very limited opportunities to experience different yachts in real oceangoing conditions, so what is the best bluewater sailboat?

Here, we bring you our top choices from decades of designs and launches. Over the years, the Yachting World team has sailed these boats, tested them or judged them for European Yacht of the Year awards, and we have sifted through the many to curate a selection that we believe should be on your wishlist.

Making the right choice may come down to how you foresee your yacht being used after it has crossed an ocean or completed a passage: will you be living at anchor or cruising along the coast? If so, your guiding requirements will be space, cabin size, ease of launching a tender and anchoring closer to shore, and whether it can comfortably accommodate non-expert-sailor guests.

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All of these considerations have generated the inexorable rise of the bluewater catamaran – monohulls can’t easily compete on these points. We have a full separate feature on the best bluewater multihulls of all time and here we mostly focus on monohulls. The only exceptions to that rule are two multihulls which made it into our best bluewater sailboats of 2022 list.

As so much of making the right choice is selecting the right boat for the venture in mind, we have separated out our edit into categories: best for comfort; for families; for performance; and for expedition or high latitudes sailing .

Best bluewater sailboats of 2022

The new flagship Allures 51.9, for example, is a no-nonsense adventure cruising design built and finished to a high standard. It retains Allures’ niche of using aluminium hulls with glassfibre decks and superstructures, which, the yard maintains, gives the optimum combination of least maintenance and less weight higher up. Priorities for this design were a full beam aft cabin and a spacious, long cockpit. Both are excellent, with the latter, at 6m long, offering formidable social, sailing and aft deck zones.

It likes some breeze to come to life on the wheel, but I appreciate that it’s designed to take up to five tonnes payload. And I like the ease with which you can change gears using the furling headsails and the positioning of the powerful Andersen winches inboard. The arch is standard and comes with a textile sprayhood or hard bimini.

Below decks you’ll find abundant headroom and natural light, a deep U-shape galley and cavernous stowage. For those who like the layout of the Amel 50 but would prefer aluminium or shoal draught, look no further.

Allures 51.9 price: €766,000

The Ovni 370 is another cunning new aluminum centreboard offering, a true deck saloon cruiser for two. The designers say the biggest challenge was to create a Category A ocean going yacht at this size with a lifting keel, hence the hull had to be very stable.

Enjoyable to helm, it has a practical, deep cockpit behind a large sprayhood, which can link to the bimini on the arch. Many of its most appealing features lie in the bright, light, contemporary, clever, voluminous interior, which has good stowage and tankage allocation. There’s also a practical navstation, a large workroom and a vast separate shower. I particularly like the convertible saloom, which can double as a large secure daybed or pilot berth.

Potentially the least expensive Category A lift keel boat available, the Ovni will get you dreaming of remote places again.

Ovni 370 price: €282,080

There’s no shortage of spirit in the Windelo 50. We gave this a sustainability award after it’s founders spent two years researching environmentally-friendly composite materials, developing an eco-composite of basalt fibre and recycled PET foam so it could build boats that halve the environmental impact of standard glassfibre yachts.

The Windelo 50 is an intriguing package – from the styling, modular interior and novel layout to the solar field on the roof and the standard electric propulsion, it is completely fresh.

Windelo 50 price: €795,000

Best bluewater sailboat of 2022 – Outremer 55

I would argue that this is the most successful new production yacht on the market. Well over 50 have already sold (an equipped model typically costs €1.6m) – and I can understand why. After all, were money no object, I had this design earmarked as the new yacht I would most likely choose for a world trip.

Indeed 55 number one Sanya, was fully equipped for a family’s world cruise, and left during our stay for the Grand Large Odyssey tour. Whereas we sailed Magic Kili, which was tricked up with performance options, including foam-cored deckheads and supports, carbon crossbeam and bulkheads, and synthetic rigging.

At rest, these are enticing space ships. Taking one out to sea is another matter though. These are speed machines with the size, scale and loads to be rightly weary of. Last month Nikki Henderson wrote a feature for us about how to manage a new breed of performance cruising cats just like this and how she coaches new owners. I could not think of wiser money spent for those who do not have ample multihull sailing experience.

Under sail, the most fun was obviously reserved for the reaching leg under asymmetric, where we clocked between 11-16 knots in 15-16 knots wind. But it was the stability and of those sustained low teen speeds which really hit home  – passagemaking where you really cover miles.

Key features include the swing helms, which give you views from outboard, over the coachroof or from a protected position in the cockpit through the coachroof windows, and the vast island in the galley, which is key to an open plan main living area. It helps provide cavernous stowage and acts as the heart of the entertaining space as it would in a modern home. As Danish judge Morten Brandt-Rasmussen comments: “Apart from being the TGV of ocean passages the boat offers the most spacious, open and best integration of the cockpit and salon areas in the market.”

Outremer has done a top job in packing in the creature comforts, stowage space and payload capacity, while keeping it light enough to eat miles. Although a lot to absorb and handle, the 55 offers a formidable blend of speed and luxury cruising.

Outremer 55 price: €1.35m

Best bluewater sailboats for comfort

This is the successor to the legendary Super Maramu, a ketch design that for several decades defined easy downwind handling and fostered a cult following for the French yard. Nearly a decade old, the Amel 55 is the bridge between those world-girdling stalwarts and Amel’s more recent and totally re-imagined sloop designs, the Amel 50 and 60.

The 55 boasts all the serious features Amel aficionados loved and valued: a skeg-hung rudder, solidly built hull, watertight bulkheads, solid guardrails and rampart bulwarks. And, most noticeable, the solid doghouse in which the helmsman sits in perfect shelter at the wheel.

This is a design to live on comfortably for long periods and the list of standard features just goes on and on: passarelle; proper sea berths with lee cloths; electric furling main and genoa; and a multitude of practical items that go right down to a dishwasher and crockery.

There’s no getting around the fact these designs do look rather dated now, and through the development of easier sail handling systems the ketch rig has fallen out of fashion, but the Amel is nothing short of a phenomenon, and if you’ve never even peeked on board one, you really have missed a treat.

Photo: Sander van der Borch

Contest 50CS

A centre cockpit cruiser with true longevity, the Contest 50CS was launched by Conyplex back in 2003 and is still being built by the family-owned Dutch company, now in updated and restyled form.

With a fully balanced rudder, large wheel and modern underwater sections, the Contest 50CS is a surprisingly good performer for a boat that has a dry weight of 17.5 tonnes. Many were fitted with in-mast furling, which clearly curtails that performance, but even without, this boat is set up for a small crew.

Electric winches and mainsheet traveller are all easy to reach from the helm. On our test of the Contest 50CS, we saw for ourselves how two people can gybe downwind under spinnaker without undue drama. Upwind, a 105% genoa is so easy to tack it flatters even the weediest crewmember.

Down below, the finish level of the joinery work is up there among the best and the interior is full of clever touches, again updated and modernised since the early models. Never the cheapest bluewater sailing yacht around, the Contest 50CS has remained in demand as a brokerage buy. She is a reassuringly sure-footed, easily handled, very well built yacht that for all those reasons has stood the test of time.

This is a yacht that would be well capable of helping you extend your cruising grounds, almost without realising it.

Read more about the Contest 50CS and the new Contest 49CS

Photo: Rick Tomlinson

Hallberg-Rassy 48 Mk II

For many, the Swedish Hallberg-Rassy yard makes the quintessential bluewater cruiser for couples. With their distinctive blue cove line, these designs are famous for their seakindly behaviour, solid-as-a-rock build and beautifully finished, traditional interiors.

To some eyes, Hallberg-Rassys aren’t quite cool enough, but it’s been company owner Magnus Rassy’s confidence in the formula and belief in incremental ‘step-by-step’ evolution that has been such an exceptional guarantor of reliable quality, reputation and resale value.

The centre cockpit Hallberg-Rassy 48 epitomises the concept of comfort at sea and, like all the Frers-designed Hallberg-Rassys since the 1990s, is surprisingly fleet upwind as well as steady downwind. The 48 is perfectly able to be handled by a couple (as we found a few years back in the Pacific), and could with no great effort crack out 200-mile days.

The Hallberg-Rassy 48 was launched nearly a decade ago, but the Mk II from 2014 is our pick, updated with a more modern profile, larger windows and hull portlights that flood the saloon and aft cabin with light. With a large chart table, secure linear galley, heaps of stowage and space for bluewater extras such as machinery and gear, this yacht pretty much ticks all the boxes.

Discovery 55

First launched in 2000, the Discovery 55 has stood the test of time. Designed by Ron Holland, it hit a sweet spot in size that appealed to couples and families with world girdling plans.

Elegantly styled and well balanced, the 55 is also a practical design, with a deep and secure cockpit, comfortable seating, a self-tacking jib, dedicated stowage for the liferaft , a decent sugar scoop transom that’s useful for swimming or dinghy access, and very comfortable accommodation below. In short, it is a design that has been well thought out by those who’ve been there, got the bruises, stubbed their toes and vowed to change things in the future if they ever got the chance.

Throughout the accommodation there are plenty of examples of good detailing, from the proliferation of handholds and grabrails, to deep sinks in the galley offering immediate stowage when under way and the stand up/sit down showers. Stowage is good, too, with plenty of sensibly sized lockers in easily accessible positions.

The Discovery 55 has practical ideas and nifty details aplenty. She’s not, and never was, a breakthrough in modern luxury cruising but she is pretty, comfortable to sail and live on, and well mannered.

Photo: Latitudes Picture Library

You can’t get much more Cornish than a Rustler. The hulls of this Stephen Jones design are hand-moulded and fitted out in Falmouth – and few are more ruggedly built than this traditional, up-for-anything offshore cruiser.

She boasts an encapsulated lead keel, eliminating keel bolts and creating a sump for generous fuel and water tankage, while a chunky skeg protects the rudder. She is designed for good directional stability and load carrying ability. These are all features that lend this yacht confidence as it shoulders aside the rough stuff.

Most of those built have had a cutter rig, a flexible arrangement that makes sense for long passages in all sea and weather conditions. Down below, the galley and saloon berths are comfortable and sensible for living in port and at sea, with joinery that Rustler’s builders are rightly proud of.

As modern yachts have got wider, higher and fatter, the Rustler 42 is an exception. This is an exceptionally well-mannered seagoing yacht in the traditional vein, with elegant lines and pleasing overhangs, yet also surprisingly powerful. And although now over 20 years old, timeless looks and qualities mean this design makes her look ever more like a perennial, a modern classic.

The definitive crossover size, the point at which a yacht can be handled by a couple but is just large enough to have a professional skipper and be chartered, sits at around the 60ft mark. At 58ft 8in, the Oyster 575 fitted perfectly into this growing market when launched in 2010. It went on to be one of the most popular models from the yard, and is only now being superseded by the newer Rob Humphreys-designed Oyster 565 (just launched this spring).

Built in various configurations with either a deep keel, shoal draught keel or centreboard with twin rudders, owners could trade off better performance against easy access to shallower coves and anchorages. The deep-bodied hull, also by Rob Humphreys, is known for its easy motion at sea.

Some of the Oyster 575’s best features include its hallmark coachroof windows style and centre cockpit – almost everyone will know at first glance this is an Oyster – and superb interior finish. If she has a flaw, it is arguably the high cockpit, but the flip side is the galley headroom and passageway berth to the large aft stateroom.

This design also has a host of practical features for long-distance cruising, such as high guardrails, dedicated liferaft stowage, a vast lazarette for swallowing sails, tender, fenders etc, and a penthouse engine room.

Privilege Serie 5

A true luxury catamaran which, fully fitted out, will top €1m, this deserves to be seen alongside the likes of the Oyster 575, Gunfleet 58 and Hallberg-Rassy 55. It boasts a large cockpit and living area, and a light and spacious saloon with an emphasis on indoor-outdoor living, masses of refrigeration and a big galley.

Standout features are finish quality and solid build in a yacht designed to take a high payload, a secure walkaround deck and all-round views from the helm station. The new Privilege 510 that will replace this launches in February 2020.

Gunfleet 43

It was with this Tony Castro design that Richard Matthews, founder of Oyster Yachts, launched a brand new rival brand in 2012, the smallest of a range stretching to the flagship Gunfleet 74. The combination of short overhangs and centre cockpit at this size do make the Gunfleet 43 look modern if a little boxy, but time and subsequent design trends have been kind to her lines, and the build quality is excellent. The saloon, galley and aft cabin space is exceptional on a yacht of this size.

Photo: David Harding

Conceived as a belt-and-braces cruiser, the Kraken 50 launched last year. Its unique points lie underwater in the guise of a full skeg-hung rudder and so-called ‘Zero Keel’, an encapsulated long keel with lead ballast.

Kraken Yachts is the brainchild of British businessman and highly experienced cruiser Dick Beaumont, who is adamant that safety should be foremost in cruising yacht design and build. “There is no such thing as ‘one yacht for all purposes’… You cannot have the best of all worlds, whatever the salesman tells you,” he says.

Read our full review of the Kraken 50 .

Wauquiez Centurion 57

Few yachts can claim to be both an exciting Med-style design and a serious and practical northern European offshore cruiser, but the Wauquiez Centurion 57 tries to blend both. She slightly misses if you judge solely by either criterion, but is pretty and practical enough to suit her purpose.

A very pleasant, well-considered yacht, she is impressively built and finished with a warm and comfortable interior. More versatile than radical, she could be used for sailing across the Atlantic in comfort and raced with equal enjoyment at Antigua Sailing Week .

A modern classic if ever there was one. A medium to heavy displacement yacht, stiff and easily capable of standing up to her canvas. Pretty, traditional lines and layout below.

Photo: Voyage of Swell

Well-proven US legacy design dating back to the mid-1960s that once conquered the Transpac Race . Still admired as pretty, with slight spoon bow and overhanging transom.

Capable medium displacement cruiser, ideal size and good accommodation for couples or family cruising, and much less costly than similar luxury brands.

Photo: Peter Szamer

Swedish-built aft cockpit cruiser, smaller than many here, but a well-built and finished, super-durable pocket ocean cruiser.

Tartan 3700

Designed as a performance cruiser there are nimbler alternatives now, but this is still an extremely pretty yacht.

Broker ’ s choice

Discovery 55 Brizo

This yacht has already circumnavigated the globe and is ‘prepared for her next adventure,’ says broker Berthon. Price: £535,000 + VAT

Oyster 575 Ayesha

‘Stunning, and perfectly equipped for bluewater cruising,’ says broker Ancasta International. Price: £845,000 (tax not paid)

Oyster 575 Pearls of Nautilus

Nearly new and with a high spec, this Oyster Brokerage yacht features American white oak joinery and white leather upholstery and has a shoal draught keel. Price: $1.49m

Best bluewater yachts for performance

The Frers-designed Swan 54 may not be the newest hull shape but heralded Swan’s latest generation of displacement bluewater cruisers when launched four years ago. With raked stem, deep V hull form, lower freeboard and slight curve to the topsides she has a more timeless aesthetic than many modern slab-sided high volume yachts, and with that a seakindly motion in waves. If you plan to cover many miles to weather, this is probably the yacht you want to be on.

Photo: Carlo Borlenghi

Besides Swan’s superlative build quality, the 54 brings many true bluewater features, including a dedicated sail locker. There’s also a cockpit locker that functions as a utility cabin, with potential to hold your generator and washing machine, or be a workshop space.

The sloping transom opens out to reveal a 2.5m bathing platform, and although the cabins are not huge there is copious stowage space. Down below the top-notch oak joinery is well thought through with deep fiddles, and there is a substantial nav station. But the Swan 54 wins for handling above all, with well laid-out sail controls that can be easily managed between a couple, while offering real sailing enjoyment to the helmsman.

Photo: Graham Snook

The Performance Cruiser winner at the 2019 European Yacht of the Year awards, the Arcona 435 is all about the sailing experience. She has genuine potential as a cruiser-racer, but her strengths are as an enjoyable cruiser rather than a full-blown liveaboard bluewater boat.

Build quality is excellent, there is the option of a carbon hull and deck, and elegant lines and a plumb bow give the Arcona 435 good looks as well as excellent performance in light airs. Besides slick sail handling systems, there are well thought-out features for cruising, such as ample built-in rope bins and an optional semi-closed stern with stowage and swim platform.

Outremer 51

If you want the space and stability of a cat but still prioritise sailing performance, Outremer has built a reputation on building catamarans with true bluewater characteristics that have cruised the planet for the past 30 years.

Lighter and slimmer-hulled than most cruising cats, the Outremer 51 is all about sailing at faster speeds, more easily. The lower volume hulls and higher bridgedeck make for a better motion in waves, while owners report that being able to maintain a decent pace even under reduced canvas makes for stress-free passages. Deep daggerboards also give good upwind performance.

With bucket seats and tiller steering options, the Outremer 51 rewards sailors who want to spend time steering, while they’re famously well set up for handling with one person on deck. The compromise comes with the interior space – even with a relatively minimalist style, there is less cabin space and stowage volume than on the bulkier cats, but the Outremer 51 still packs in plenty of practical features.

The Xc45 was the first cruising yacht X-Yachts ever built, and designed to give the same X-Yachts sailing experience for sailors who’d spent years racing 30/40-footer X- and IMX designs, but in a cruising package.

Launched over 10 years ago, the Xc45 has been revisited a few times to increase the stowage and modernise some of the styling, but the key features remain the same, including substantial tanks set low for a low centre of gravity, and X-Yachts’ trademark steel keel grid structure. She has fairly traditional styling and layout, matched with solid build quality.

A soft bilge and V-shaped hull gives a kindly motion in waves, and the cockpit is secure, if narrow by modern standards.

A three or four cabin catamaran that’s fleet of foot with high bridgedeck clearance for comfortable motion at sea. With tall daggerboards and carbon construction in some high load areas, Catana cats are light and quick to accelerate.

Sweden Yachts 45

An established bluewater design that also features in plenty of offshore races. Some examples are specced with carbon rig and retractable bowsprits. All have a self-tacking jib for ease. Expect sweeping areas of teak above decks and a traditionally wooded interior with hanging wet locker.

A vintage performer, first launched in 1981, the 51 was the first Frers-designed Swan and marked a new era of iconic cruiser-racers. Some 36 of the Swan 51 were built, many still actively racing and cruising nearly 40 years on. Classic lines and a split cockpit make this a boat for helming, not sunbathing.

Photo: Julien Girardot / EYOTY

The JPK 45 comes from a French racing stable, combining race-winning design heritage with cruising amenities. What you see is what you get – there are no superfluous headliners or floorboards, but there are plenty of ocean sailing details, like inboard winches for safe trimming. The JPK 45 also has a brilliantly designed cockpit with an optional doghouse creating all-weather shelter, twin wheels and superb clutch and rope bin arrangement.

Photo: Andreas Lindlahr

For sailors who don’t mind exchanging a few creature comforts for downwind planing performance, the Pogo 50 offers double-digit surfing speeds for exhilarating tradewind sailing. There’s an open transom, tiller steering and no backstay or runners. The Pogo 50 also has a swing keel, to nose into shallow anchorages.

Seawind 1600

Seawinds are relatively unknown in Europe, but these bluewater cats are very popular in Australia. As would be expected from a Reichel-Pugh design, this 52-footer combines striking good looks and high performance, with fine entry bows and comparatively low freeboard. Rudders are foam cored lifting designs in cassettes, which offer straightforward access in case of repairs, while daggerboards are housed under the deck.

Best bluewater sailboats for families

It’s unsurprising that, for many families, it’s a catamaran that meets their requirements best of increased space – both living space and separate cabins for privacy-seeking teenagers, additional crew or visiting family – as well as stable and predictable handling.

Photo: Nicholas Claris

Undoubtedly one of the biggest success stories has been the Lagoon 450, which, together with boats like the Fountaine Pajot 44, helped drive up the popularity of catamaran cruising by making it affordable and accessible. They have sold in huge numbers – over 1,000 Lagoon 450s have been built since its launch in 2010.

The VPLP-designed 450 was originally launched with a flybridge with a near central helming position and upper level lounging areas (450F). The later ‘sport top’ option (450S) offered a starboard helm station and lower boom (and hence lower centre of gravity for reduced pitching). The 450S also gained a hull chine to create additional volume above the waterline. The Lagoon features forward lounging and aft cockpit areas for additional outdoor living space.

Besides being a big hit among charter operators, Lagoons have proven themselves over thousands of bluewater miles – there were seven Lagoon 450s in last year’s ARC alone. In what remains a competitive sector of the market, Lagoon has recently launched a new 46, with a larger self-tacking jib and mast moved aft, and more lounging areas.

Photo: Gilles Martin-Raget

Fountaine Pajot Helia 44

The FP Helia 44 is lighter, lower volume, and has a lower freeboard than the Lagoon, weighing in at 10.8 tonnes unloaded (compared to 15 for the 450). The helm station is on a mezzanine level two steps up from the bridgedeck, with a bench seat behind. A later ‘Evolution’ version was designed for liveaboard cruisers, featuring beefed up dinghy davits and an improved saloon space.

Available in three or four cabin layouts, the Helia 44 was also popular with charter owners as well as families. The new 45 promises additional volume, and an optional hydraulically lowered ‘beach club’ swim platform.

Photo: Arnaud De Buyzer / graphikup.com

The French RM 1370 might be less well known than the big brand names, but offers something a little bit different for anyone who wants a relatively voluminous cruising yacht. Designed by Marc Lombard, and beautifully built from plywood/epoxy, the RM is stiff and responsive, and sails superbly.

The RM yachts have a more individual look – in part down to the painted finish, which encourages many owners to personalise their yachts, but also thanks to their distinctive lines with reverse sheer and dreadnought bow. The cockpit is well laid out with the primary winches inboard for a secure trimming position. The interior is light, airy and modern, although the open transom won’t appeal to everyone.

For those wanting a monohull, the Hanse 575 hits a similar sweet spot to the popular multis, maximising accommodation for a realistic price, yet with responsive performance.

The Hanse offers a vast amount of living space thanks to the ‘loft design’ concept of having all the living areas on a single level, which gives a real feeling of spaciousness with no raised saloon or steps to accommodation. The trade-off for such lofty head height is a substantial freeboard – it towers above the pontoon, while, below, a stepladder is provided to reach some hatches.

Galley options include drawer fridge-freezers, microwave and coffee machine, and the full size nav station can double up as an office or study space.

But while the Hanse 575 is a seriously large boat, its popularity is also down to the fact that it is genuinely able to be handled by a couple. It was innovative in its deck layout: with a self-tacking jib and mainsheet winches immediately to hand next to the helm, one person could both steer and trim.

Direct steering gives a feeling of control and some tangible sailing fun, while the waterline length makes for rapid passage times. In 2016 the German yard launched the newer Hanse 588 model, having already sold 175 of the 575s in just four years.

Photo: Bertel Kolthof

Jeanneau 54

Jeanneau leads the way among production builders for versatile all-rounder yachts that balance sail performance and handling, ergonomics, liveaboard functionality and good looks. The Jeanneau 54 , part of the range designed by Philippe Briand with interior by Andrew Winch, melds the best of the larger and smaller models and is available in a vast array of layout options from two cabins/two heads right up to five cabins and three heads.

We’ve tested the Jeanneau 54 in a gale and very light winds, and it acquitted itself handsomely in both extremes. The primary and mainsheet winches are to hand next to the wheel, and the cockpit is spacious, protected and child-friendly. An electric folding swim and sun deck makes for quick fun in the water.

Nautitech Open 46

This was the first Nautitech catamaran to be built under the ownership of Bavaria, designed with an open-plan bridgedeck and cockpit for free-flowing living space. But with good pace for eating up bluewater miles, and aft twin helms rather than a flybridge, the Nautitech Open 46 also appeals to monohull sailors who prefer a more direct sailing experience.

Made by Robertson and Caine, who produce catamarans under a dual identity as both Leopard and the Sunsail/Moorings charter cats, the Leopard 45 is set to be another big seller. Reflecting its charter DNA, the Leopard 45 is voluminous, with stepped hulls for reduced waterline, and a separate forward cockpit.

Built in South Africa, they are robustly tested off the Cape and constructed ruggedly enough to handle heavy weather sailing as well as the demands of chartering.

Photo: Olivier Blanchet

If space is king then three hulls might be even better than two. The Neel 51 is rare as a cruising trimaran with enough space for proper liveaboard sailing. The galley and saloon are in the large central hull, together with an owner’s cabin on one level for a unique sensation of living above the water. Guest or family cabins lie in the outer hulls for privacy and there is a cavernous full height engine room under the cabin sole.

Performance is notably higher than an equivalent cruising cat, particularly in light winds, with a single rudder giving a truly direct feel in the helm, although manoeuvring a 50ft trimaran may daunt many sailors.

Beneteau Oceanis 46.1

A brilliant new model from Beneteau, this Finot Conq design has a modern stepped hull, which offers exhilarating and confidence-inspiring handling in big breezes, and slippery performance in lighter winds.

The Beneteau Oceanis 46.1 was the standout performer at this year’s European Yacht of the Year awards, and, in replacing the popular Oceanis 45, looks set to be another bestseller. Interior space is well used with a double island berth in the forepeak. An additional inboard unit creates a secure galley area, but tank capacity is moderate for long periods aboard.

Beneteau Oceanis 473

A popular model that offers beam and height in a functional layout, although, as with many boats of this age (she was launched in 2002), the mainsheet is not within reach of the helmsman.

Jeanneau Sun Odyssey 49

The Philippe Briand-designed Sun Odyssey range has a solid reputation as family production cruisers. Like the 473, the Sun Odyssey 49 was popular for charter so there are plenty of four-cabin models on the market.

Nautitech 441

The hull design dates back to 1995, but was relaunched in 2012. Though the saloon interior has dated, the 441 has solid practical features, such as a rainwater run-off collection gutter around the coachroof.

Atlantic 42

Chris White-designed cats feature a pilothouse and forward waist-high working cockpit with helm position, as well as an inside wheel at the nav station. The Atlantic 42 offers limited accommodation by modern cat standards but a very different sailing experience.

Best bluewater sailing yachts for expeditions

Bestevaer 56.

All of the yachts in our ‘expedition’ category are aluminium-hulled designs suitable for high latitude sailing, and all are exceptional yachts. But the Bestevaer 56 is a spectacular amount of boat to take on a true adventure. Each Bestevaer is a near-custom build with plenty of bespoke options for owners to customise the layout and where they fall on the scale of rugged off-grid adventurer to 4×4-style luxury fit out.

The Bestevaer range began when renowned naval architect Gerard Dijkstra chose to design his own personal yacht for liveaboard adventure cruising, a 53-footer. The concept drew plenty of interest from bluewater sailors wanting to make longer expeditions and Bestevaers are now available in a range of sizes, with the 56-footer proving a popular mid-range length.

The well-known Bestevaer 56 Tranquilo  (pictured above) has a deep, secure cockpit, voluminous tanks (700lt water and over 1,100lt fuel) and a lifting keel plus water ballast, with classically styled teak clad decks and pilot house. Other owners have opted for functional bare aluminium hull and deck, some choose a doghouse and others a pilothouse.

Photo: Jean-Marie Liot

The Boreal 52 also offers Land Rover-esque practicality, with utilitarian bare aluminium hulls and a distinctive double-level doghouse/coachroof arrangement for added protection in all weathers. The cockpit is clean and uncluttered, thanks to the mainsheet position on top of the doghouse, although for visibility in close manoeuvring the helmsman will want to step up onto the aft deck.

Twin daggerboards, a lifting centreboard and long skeg on which she can settle make this a true go-anywhere expedition yacht. The metres of chain required for adventurous anchoring is stowed in a special locker by the mast to keep the weight central. Down below has been thought through with equally practical touches, including plenty of bracing points and lighting that switches on to red light first to protect your night vision.

Photo: Morris Adant / Garcia Yachts

Garcia Exploration 45

The Garcia Exploration 45 comes with real experience behind her – she was created in association with Jimmy Cornell, based on his many hundreds of thousands of miles of bluewater cruising, to go anywhere from high latitudes to the tropics.

Arguably less of a looker than the Bestevaer, the Garcia Exploration 45 features a rounded aluminium hull, centreboard with deep skeg and twin daggerboards. The considerable anchor chain weight has again been brought aft, this time via a special conduit to a watertight locker in front of the centreboard.

This is a yacht designed to be lived on for extended periods with ample storage, and panoramic portlights to give a near 360° view of whichever extraordinary landscape you are exploring. Safety features include a watertight companionway door to keep extreme weather out and through-hull fittings placed above the waterline. When former Vendée Globe skipper Pete Goss went cruising , this was the boat he chose to do it in.

Photo: svnaima.com

A truly well-proven expedition design, some 1,500 Ovnis have been built and many sailed to some of the most far-flung corners of the world. (Jimmy Cornell sailed his Aventura some 30,000 miles, including two Drake Passage crossings, one in 50 knots of wind).

Futuna Exploration 54

Another aluminium design with a swinging centreboard and a solid enclosed pilothouse with protected cockpit area. There’s a chunky bowsprit and substantial transom arch to house all manner of electronics and power generation.

Previous boats have been spec’d for North West Passage crossings with additional heating and engine power, although there’s a carbon rig option for those that want a touch of the black stuff. The tanks are capacious, with 1,000lt capability for both fresh water and fuel.

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25 of the best small sailing boat designs

• Nic Compton
• August 10, 2022

Nic Compton looks at the 25 yachts under 40ft which have had the biggest impact on UK sailing

There’s nothing like a list of best small sailing boat designs to get the blood pumping.

Everyone has their favourites, and everyone has their pet hates.

This is my list of the 25 best small sailing boat designs, honed down from the list of 55 yachts I started with.

I’ve tried to be objective and have included several boats I don’t particularly like but which have undeniably had an impact on sailing in the UK – and yes, it would be quite a different list if I was writing about another country.

If your favourite isn’t on the best small sailing boat designs list, then send an email to [email protected] to argue the case for your best-loved boat.

Ready? Take a deep breath…

Credit: Bob Aylott

Laurent Giles is best known for designing wholesome wooden cruising boats such as the Vertue and Wanderer III , yet his most successful design was the 26ft Centaur he designed for Westerly, of which a remarkable 2,444 were built between 1969 and 1980.

It might not be the prettiest boat on the water, but it sure packs a lot of accommodation.

The Westerly Centaur was one of the first production boats to be tank tested, so it sails surprisingly well too. Jack L Giles knew what he was doing.

Colin Archer

Credit: Nic Compton

Only 32 Colin Archer lifeboats were built during their designer’s lifetime, starting with Colin Archer in 1893 and finishing with Johan Bruusgaard in 1924.

Yet their reputation for safety spawned hundreds of copycat designs, the most famous of which was Sir Robin Knox-Johnston ’s Suhaili , which he sailed around the world singlehanded in 1968-9.

The term Colin Archer has become so generic it is often used to describe any double-ender – so beware!

Contessa 32

Assent ‘s performance in the 1979 Fastnet Race makes the Contessa 32 a worth entry in the 25 best small sailing boat designs list. Credit: Nic Compton

Designed by David Sadler as a bigger alternative to the popular Contessa 26, the Contessa 32 was built by Jeremy Rogers in Lymington from 1970.

The yacht’s credentials were established when Assent , the Contessa 32 owned by Willy Kerr and skippered by his son Alan, became the only yacht in her class to complete the deadly 1979 Fastnet Race .

When UK production ceased in 1983, more than 700 had been built, and another 20 have been built since 1996.

Cornish Crabber 24

It seemed a daft idea to build a gaff-rigged boat in 1974, just when everyone else had embraced the ‘modern’ Bermudan rig.

Yet the first Cornish Crabber 24, designed by Roger Dongray, tapped into a feeling that would grow and grow and eventually become a movement.

The 24 was followed in 1979 by the even more successful Shrimper 19 – now ubiquitous in almost every harbour in England – and the rest is history.

Drascombe Lugger

Credit: David Harding

There are faster, lighter and more comfortable boats than a Drascombe Lugger.

And yet, 57 years after John Watkinson designed the first ‘lugger’ (soon changed to gunter rig), more than 2,000 have been built and the design is still going strong.

More than any other boat, the Drascombe Lugger opened up dinghy cruising, exemplified by Ken Duxbury’s Greek voyages in the 1970s and Webb Chiles’s near-circumnavigation on Chidiock Tichbourne I and II .

The 26ft Eventide. Credit: David Harding

It’s been described as the Morris Minor of the boating world – except that the majority of the 1,000 Eventides built were lovingly assembled by their owners, not on a production line.

After you’d tested your skills building the Mirror dinghy, you could progress to building a yacht.

And at 24ft long, the Eventide packed a surprising amount of living space.

It was Maurice Griffiths’ most successful design and helped bring yachting to a wider audience.

You either love ’em or you hate ’em – motorsailers, that is.

The Fisher 30 was brought into production in 1971 and was one of the first out-and-out motorsailers.

With its long keel , heavy displacement and high bulwarks, it was intended to evoke the spirit of North Sea fishing boats.

It might not sail brilliantly but it provided an exceptional level of comfort for its size and it would look after you when things turned nasty.

Significantly, it was also fitted with a large engine.

Credit: Rupert Holmes

It should have been a disaster.

In 1941, when the Scandinavian Sailing Federation couldn’t choose a winner for their competition to design an affordable sailing boat, they gave six designs to naval architect Tord Sundén and asked him to combine the best features from each.

The result was a sweet-lined 25ft sloop which was very seaworthy and fast.

The design has been built in GRP since the 1970s and now numbers more than 4,000, with fleets all over the world.

Credit: Kevin Barber

There’s something disconcerting about a boat with two unstayed masts and no foresails, and certainly the Freedom range has its detractors.

Yet as Garry Hoyt proved, first with the Freedom 40, designed in collaboration with Halsey Herreshoff, and then the Freedom 33 , designed with Jay Paris, the boats are simple to sail (none of those clattering jib sheets every time you tack) and surprisingly fast – at least off the wind .

Other ‘cat ketch’ designs followed but the Freedoms developed their own cult following.

Hillyard 12-tonner

The old joke about Hillyards is that you won’t drown on one but you might starve to death getting there.

And yet this religious boatbuilder from Littlehampton built up to 800 yachts which travelled around the world – you can find them cruising far-flung destinations.

Sizes ranged from 2.5 to 20 tons, though the 9- and 12-ton are best for long cruises.

The innovations on Jester means she is one of the best small sailing boat designs in the last 100 years. Credit: Ewen Southby-Tailyour

Blondie Hasler was one of the great sailing innovators and Jester was his testing ground.

She was enclosed, carvel planked and had an unstayed junk rig.

Steering was via a windvane system Hasler created.

Hasler came second in the first OSTAR , proving small boats can achieve great things.

Moody kicked off the era of comfort-oriented boats with its very first design.

The Moody 33, designed by Angus Primrose, had a wide beam and high topside to produce a voluminous hull .

The centre cockpit allowed for an aft cabin, resulting in a 33-footer with two sleeping cabins – an almost unheard of concept in 1973 –full-beam heads and spacious galley.

What’s more, her performance under sail was more than adequate for cruising.

Finally, here was a yacht that all the family could enjoy.

Continues below…

What makes a boat seaworthy?

What characteristics make a yacht fit for purpose? Duncan Kent explores the meaning of 'seaworthy' and how hull design and…

How boat design is evolving

Will Bruton looks at the latest trends and innovations shaping the boats we sail

How keel type affects performance

James Jermain looks at the main keel types, their typical performance and the pros and cons of each

Boat handling: How to use your yacht’s hull shape to your advantage

Whether you have a long keel or twin keel rudders, there will be pros and cons when it comes to…

Nicholson 32

Credit: Genevieve Leaper

Charles Nicholson was a giant of the wooden boat era but one of his last designs – created with his son Peter – was a pioneering fibreglass boat that would become an enduring classic.

With its long keel and heavy displacement, the Nicholson 32 is in many ways a wooden boat built in fibreglass – and indeed the design was based on Nicholson’s South Coast One Design.

From 1966 to 1977, the ‘Nic 32’ went through 11 variations.

Credit: Hallberg-Rassy

In the beginning there was… the Rasmus 35. This was the first yacht built by the company that would become Hallberg-Rassy and which would eventually build more than 9,000 boats.

The Rasmus 35, designed by Olle Enderlein, was a conservative design, featuring a centre cockpit, long keel and well-appointed accommodation.

Some 760 boats were built between 1967 and 1978.

Credit: Larry & Lin Pardey

Lyle Hess was ahead of his time when he designed Renegade in 1949.

Despite winning the Newport to Ensenada race, the 25ft wooden cutter went largely unnoticed.

Hess had to build bridges for 15 years before Larry Pardey asked him to design the 24ft Seraffyn , closely based on Renegade ’s lines but with a Bermudan rig.

Pardey’s subsequent voyages around the world cemented Hess’s reputation and success of the Renegade design.

Would the Rustler 36 make it on your best small sailing boat list? Credit: Rustler Yachts

Six out of 18 entries for the 2018 Golden Globe Race (GGR) were Rustler 36s, with the top three places all going to Rustler 36 skippers.

It was a fantastic endorsement for a long-keel yacht designed by Holman & Pye 40 years before.

Expect to see more Rustler 36s in the 2022 edition of the GGR!

It was Ted Heath who first brought the S&S 34 to prominence with his boat Morning Cloud .

In 1969 the yacht won the Sydney to Hobart Race, despite being one of the smallest boats in the race.

Other epic S&S 34 voyages include the first ever single-handed double circumnavigation by Jon Sanders in 1981

Credit: Colin Work

The Contessa 32 might seem an impossible boat to improve upon, but that’s what her designer David Sadler attempted to do in 1979 with the launch of the Sadler 32 .

That was followed two years later by the Sadler 29 , a tidy little boat that managed to pack in six berths in a comfortable open-plan interior.

The boat was billed as ‘unsinkable’, with a double-skinned hull separated by closed cell foam buoyancy.

What’s more, it was fast, notching up to 12 knots.

Credit: Dick Durham/Yachting Monthly

Another modern take on the Contessa theme was the Sigma 33, designed by David Thomas in 1979.

A modern underwater body combined with greater beam and higher freeboard produced a faster boat with greater accommodation.

And, like the Contessa, the Sigma 33 earned its stripes at the 1979 Fastnet, when two of the boats survived to tell the tale.

A lively one-design fleet soon developed on the Solent which is still active to this day.

A replica of Joshua Slocum’s Spray . Credit: Alamy Stock Photo

The boat Joshua Slocum used for his first singlehanded circumnavigation of the world wasn’t intended to sail much further than the Chesapeake Bay.

The 37ft Spray was a rotten old oyster sloop which a friend gave him and which he had to spend 13 months fixing up.

Yet this boxy little tub, with its over-optimistic clipper bow, not only took Slocum safely around the world but has spawned dozens of modern copies that have undertaken long ocean passages.

Credit: James Wharram Designs

What are boats for if not for dreaming? And James Wharram had big dreams.

First he sailed across the Atlantic on the 23ft 6in catamaran Tangaroa .

He then built the 40ft Rongo on the beach in Trinidad (with a little help from French legend Bernard Moitessier) and sailed back to the UK.

Then he drew the 34ft Tangaroa (based on Rongo ) for others to follow in his wake and sold 500 plans in 10 years.

Credit: Graham Snook/Yachting Monthly

The Twister was designed in a hurry.

Kim Holman wanted a boat at short notice for the 1963 season and, having had some success with his Stella design (based on the Folkboat), he rushed out a ‘knockabout cruising boat for the summer with some racing for fun’.

The result was a Bermudan sloop that proved nigh on unbeatable on the East Anglian circuit.

It proved to be Holman’s most popular design with more than 200 built.

Credit: Alamy Stock Photo

Laurent Giles’s design No15 was drawn in 1935 for a Guernsey solicitor who wanted ‘a boat that would spin on a sixpence and I could sail single-handed ’.

What the young Jack Giles gave him was a pretty transom-sterned cutter, with a nicely raked stem.

Despite being moderate in every way, the boat proved extremely able and was soon racking up long distances, including Humphrey Barton’s famous transatlantic crossing on Vertue XXXV in 1950.

Wanderer II and III

Credit: Thies Matzen

Eric and Susan Hiscock couldn’t afford a Vertue, so Laurent Giles designed a smaller, 21ft version for them which they named Wanderer II .

They were back a few years later, this time wanting a bigger version: the 30ft Wanderer III .

It was this boat they sailed around the world between 1952-55, writing articles and sailing books along the way.

In doing so, they introduced a whole generation of amateur sailors to the possibilities of long-distance cruising.

Westerly 22

The origins of Westerly Marine were incredibly modest.

Commander Denys Rayner started building plywood dinghies in the 1950s which morphed into a 22ft pocket cruiser called the Westcoaster.

Realising the potential of fibreglass, in 1963 he adapted the design to create the Westerly 22, an affordable cruising boat with bilge keels and a reverse sheer coachroof.

Some 332 boats were built to the design before it was relaunched as the Nomad (267 built).

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• Prof. Jerome Milgram

Departments

• Mechanical Engineering

As Taught In

• Mechanical Design
• Ocean Engineering

Learning Resource Types

Sailing yacht design (13.734), course description.

This subject teaches students, having an initial interest in sailing design, how to design good yachts. Topics covered include hydrostatics, transverse stability, and the incorporation of the design spiral into one’s working methods. Computer aided design (CAD) is used to design the shapes of hulls, appendages …

This subject teaches students, having an initial interest in sailing design, how to design good yachts. Topics covered include hydrostatics, transverse stability, and the incorporation of the design spiral into one’s working methods. Computer aided design (CAD) is used to design the shapes of hulls, appendages and decks, and is an important part of this course. The capstone project in this course is the Final Design Project in which each student designs a sailing yacht, complete in all major respects.

The central material for this subject is the content of the book Principals of Yacht Design by Larssson and Eliasson (see further description in the syllabus ). All the class lectures are based on the material in this book. The figures in the book which are shown in class (but not reproduced on this site), contain the essential material and their meaning is explained in detail during the lecture sessions. Mastery of the material in the book and completing a design project provides the desired and needed education.

This course was originally offered in Course 13 (Department of Ocean Engineering) as 13.734. In 2005, ocean engineering subjects became part of Course 2 (Department of Mechanical Engineering), and this course was renumbered 2.996.

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Sailboat Design Evolution

• By Dan Spurr
• Updated: June 10, 2020

You know the old saying, “The more things change, the more they stay the same”? As a judge for the 2020 Boat of the Year (BOTY) competition at this past fall’s US Sailboat Show in Annapolis, Maryland, I helped inspect and test-sail 22 brand-new current-model sailboats. And I came away thinking, Man, these aren’t the boats I grew up on. In the case of new boats, the saying is wrong: “Nothing stays the same.”

OK, sure, today’s boats still have masts and sails, and the monohulls still have keels. But comparing the Hinckley Bermuda 40, considered by many to be one of the most beautiful and seaworthy boats of the 1960s, ’70s and even ’80s, with, say, the Beneteau First Yacht 53, which debuted at the show, is pretty much apples and oranges.

To get a better sense of what has happened to yacht design, boatbuilding and equipment over the past three, four or even six decades, let’s take a closer look.

Design Dilemmas

At the risk of oversimplification, since the fiberglass era began in the late 1940s and ’50s, the design of midsize and full-size yachts has transitioned from the Cruising Club of America rules, which favored all-around boats (racers had to have comfortable interiors) with moderate beam and long overhangs, to a succession of racing rules such as the IOR, IMS and IRC. All of them dictated proportions, and each required a measurer to determine its rating.

As frustration grew with each (no handicap rule is perfect), alternatives arose, such as the Performance Handicap Racing Fleet, which essentially based one’s handicap on past performance of the same boats in the same fleet. Also, one-design racing became more popular, which spread beyond identical small boats to full-size yachts, popularized in part by builders such as J/Boats and Carroll Marine. The ethos there was: Who cares about intricate rating rules? Let’s just go out and sail fast and have fun!

And that might best sum up the design briefs for the monohulls in this year’s BOTY competition: good all-around performance with comfortable, even luxurious accommodations. Gone are interiors that noted naval architect Robert Perry called “the boy’s cabin in the woods,” deeply influenced by stodgy British designers of the past century and their now-old-fashioned (though ­sea-friendly, one should note) concepts of a proper yacht, drawn and spec’d by the same guy who designed the hull, deck and rig. Today, dedicated European interior designers are specially commissioned to inject modernity, home fashion colors and textures, amenities, and more light—even dubiously large port lights in the topsides.

Overhangs, bow and stern, have virtually disappeared. Why? It seems largely a matter of style. Plus, the bonus of increased usable space below, not to mention a longer waterline length for a given length overall, which translates to more speed. Former naval architect for C&C Yachts and Hunter Marine, Rob Mazza, recalls that 19th-century pilot cutters and fishing schooners operating in offshore conditions generally had plumb bows, so in a sense, bow forms have come full circle.

Today’s boats are carrying their wide beam farther aft. Gone are the days of the cod’s head and mackerel tail. Wide, flat canoe bodies are decidedly fast off the wind, and might even surf, but they pay a comfort penalty upwind.

These boats have lighter displacement/length (D/L) ratios, which means flatter bottoms and less stowage and space for tanks. The Beneteau 53 has a D/L of 118, compared with the ­aforementioned Bermuda 40 of 373. Among entries in this year’s BOTY, the heaviest D/L belonged to the Elan Impression 45.1, with a D/L of 195. Recall that when Perry’s extremely popular Valiant 40 was introduced in 1975, the cruising establishment howled that its D/L of 267 was unsuitable for offshore sailing. My, how times have changed!

Perhaps more important, one must ask: “Have the requirements for a good, safe bluewater cruiser actually changed? Or are the majority of today’s production sailboats really best-suited for coastal cruising?”

The ramifications of lighter displacement don’t end there; designers must consider two types of stability: form and ultimate. As weight is taken out of the boat, beam is increased to improve form stability. And with tanks and machinery sometimes raised, ­ballast might have to be added and/or lowered to improve ultimate stability.

What else to do? Make the boat bigger all around, which also improves stability and stowage. Certainly the average cruising boat today is longer than those of the earlier decades, both wood and fiberglass. And the necessarily shallower bilges mean pumps must be in good shape and of adequate size. That’s not as immediate an issue with a deep or full keel boat with internal ballast and a deep sump; for instance, I couldn’t reach the bottom of the sump in our 1977 Pearson 365.

And how do these wide, shallow, lighter boats handle under sail? Like a witch when cracked off the wind. We saw this trend beginning with shorthanded offshore racers like those of the BOC Challenge round-the-world race in the early 1980s. As CW executive editor Herb McCormick, who has some experience in these boats, says, “They’ll knock your teeth out upwind.” But route planning allows designers to minimize time upwind, and cruisers can too…if you have enough room and distance in front of you. Coastal sailors, on the other hand, will inevitably find even moderate displacement boats more comfortable as they punch into head seas trying to make port.

A wide beam carried aft permits a number of useful advantages: the possibility of a dinghy garage under the cockpit on larger boats; easy access to a swim platform and a launched dinghy; and twin helms, which are almost a necessity for good sightlines port and starboard. Of course, two of anything always costs twice as much as one.

Some multihulls now have reverse bows. This retro styling now looks space-age. Very cool. But not everyone is sold on them. Canadian designer Laurie McGowan wrote in a Professional BoatBuilder opinion piece, “I saw through the fog of faddishness and realized that reverse bows are designed to fail—that is, to cause vessels to plunge when lift is required.” Mazza ­concurs: “Modern multihulls often have ­reverse stems with negative reserve buoyancy, and those are boats that really can’t afford to bury their bows.”

McGowan also cites another designer critiquing reverse bows for being noticeably wet and requiring alternative ground-­tackle arrangements. The latter also is problematic on plumb bows, strongly suggesting a platform or sprit to keep the anchor away from the stem.

Rigging Redux

If there was a boat in Annapolis with double lower shrouds, single uppers, and spreaders ­perpendicular to the boat’s centerline, I must have missed it. I believe every boat we sailed had swept-back spreaders and single lowers. An early criticism of extreme swept-back spreaders, as seen on some B&R rigs installed on Hunter sailboats, was that they prevented fully winging out the mainsail. The counter argument was that so many average sailors never go dead downwind in any case, and broad reaching might get them to their destinations faster anyway—and with their lunch sandwiches still in their stomachs.

That issue aside, the current rigging configuration may allow for better mainsail shape. But as Mazza points out, it’s not necessarily simple: “By sweeping the spreaders, the ‘transverse’ rigging starts to add fore-and-aft support to the midsection of the mast as well, reducing the need for the forward lowers. However, spreader sweep really does complicate rig tuning, especially if you are using the fixed backstay to induce headstay tension. Swept spreaders do make it easier to sheet non-overlapping headsails, and do better support the top of the forestay on fractional rigs.”

Certainly, the days of 150 ­percent genoas are over, replaced by 100 percent jibs that fit ­perfectly in the foretriangle, often as a self-tacker.

Another notable piece of rigging the judges found common was some form of lazy jacks or mainsail containment, from traditional, multiple lines secured at the mast and boom; to the Dutchman system with monofilament run through cringles sewn into the sail like a window blind; to sailmaker solutions like the Doyle StackPak. This is good news for all sailors, especially those who sail shorthanded on larger boats.

Construction Codas

Improvements in tooling—that is, the making of molds—are easily evident in today’s boats, particularly with deck details, and in fairness. That’s because many of today’s tools are designed with computer software that is extraordinarily accurate, and that accuracy is transferred flawlessly to big five-axis routers that sculpt from giant blocks of foam the desired shape to within thousandths of an inch. Gone are the days of lofting lines on a plywood floor, taken from a table of offsets, and then building a male plug with wood planks and frames. I once owned a 1960s-era sailboat, built by a reputable company, where the centerline of the cockpit was 7 degrees off the centerline of the deck—and they were one piece!

Additive processes, such as 3D printing, are quickly complementing subtractive processes like the milling described above. Already, a company in California has made a multipart mold for a 34-foot sailboat. Advantages include less waste materials.

Job training also has had an impact on the quality of fiberglass boats. There are now ­numerous schools across the country offering basic-skills training in composites that include spraying molds with gelcoat, lamination, and an introduction to vacuum bagging and infusion.

The patent on SCRIMP—­perhaps the first widely employed infusion process—has long ago expired, but many builders have adopted it or a similar process whereby layers of fiberglass are placed in the mold dry along with a network of tubes that will carry resin under vacuum pressure to each area of the hull. After careful placement, the entire mold is covered with a bag, a vacuum is drawn by a pump, and lines to the pot of resin are opened. If done correctly, the result is a more uniform fiberglass part with a more controlled glass-to-resin ratio than is achievable with hand lay-up. And as a huge bonus, there are no volatile organic compounds released into the workplace, and no need for expensive exhaust fans and ductwork. OSHA likes that, and so do the workers.

However, sloppy processes and glasswork can still be found on some new boats. Surveyor Jonathan Klopman—who is based in Marblehead, Massachusetts, but has inspected dozens, if not hundreds, of boats damaged by hurricanes in the Caribbean—tells me that he is appalled by some of the shoddy work he sees, such as balsa cores not vacuum-bagged to the fiberglass skins, resulting in delamination. But overall, I ­believe workmanship has improved, which is evident when you look behind backrests, inside lockers and into bilges, where the tidiness of glasswork (or lack thereof) is often exposed. Mechanical and electrical systems also have improved, in part due to the promulgation of standards by the American Boat & Yacht Council, and informal enforcement by insurance companies and surveyors.

We all know stainless steel isn’t entirely stainless, and that penetrations in the deck are potentially troublesome; allowing moisture to enter a core material, such as end-grain balsa, can have serious consequences. The core and fiberglass skins must be properly bonded and the kerfs not filled with resin. Beginning in the mid-1990s, some builders such as TPI, which built the early Lagoon cruising catamarans, began using structural adhesives, like Plexus, to bond the hull/deck joint rather than using dozens of metal fasteners. These methacrylate resins are now commonly used for this application and others. Klopman says it basically should be considered a permanent bond, that the two parts, in effect, become one. If you think a through-bolted hull/deck joint makes more sense because one could theoretically separate them for repairs, consider how likely that would ever be: not highly.

Fit-and-Finish

Wide transoms spawned an unexpected bonus; besides the possibility of a dinghy “garage” under the cockpit on larger boats, swim platforms are also possible. In more than one BOTY yacht, the aft end of the cockpit rotated down hydraulically to form the swim platform—pretty slick.

Teak decks are still around, despite their spurning for many years by owners who didn’t want the upkeep. In the 1960s and ’70s, they were considered a sign of a classy boat but fell from favor for a variety of reasons: maintenance, weight and threat of damaging the deck core (the bung sealant wears out and water travels down the fastener through the top fiberglass skin into the core). Specialty companies that supply builders, like Teakdecking Systems in Florida, use epoxy resin to bond their product to decks rather than metal fasteners. And the BOTY judges saw several synthetic faux-teak products that are difficult to distinguish from real teak—the Esthec installed on the Bavaria C50 being one example.

LPG tanks no longer have to be strapped to a stanchion or mounted in a deck box because decks now often incorporate molded lockers specifically designed for one or two tanks of a given size. To meet ABYC standards, they drain overboard. In tandem with these lockers, some boats also have placements or mounts for barbecues that are located out of the wind, obviating the common and exposed stern-rail mount.

Low-voltage LED lights are replacing incandescent bulbs in nearly all applications; ­improvements in technology have increased brightness (lumens), so some even meet requirements for the range of navigation lights. Advances in battery technology translate to longer life, and depending on type, faster charging. And networked digital switching systems for DC-power ­distribution also are becoming more common.

Last, I was surprised at how many expensive yachts exhibited at Annapolis had nearly the least-expensive toilets one can buy. Considering the grief caused by small joker valves and poorly sealed hand pumps, one would think builders might install ­systems that incorporate higher-quality parts or vacuum ­flushing, and eliminate the minimal hosing that famously permeate odors.

Dan Spurr is an author, editor and cruising sailor who has served on the staffs of Cruising World, Practical Sailor and Professional Boatbuilder. His many books include Heart of Glass , a history of fiberglass boatbuilding and boatbuilders .

Other Design Observations

Here are a few other (surprising) items gleaned from several days of walking the docks and sailing the latest models:

• Multihulls have gained acceptance, though many ­production models are aimed more at the charter trade than private ownership for solitary cruising. You’d have to have been into boats back in the ’60s and ’70s to remember how skeptical and alarmist the sailing establishment was of two- and three-hull boats: “They’ll capsize and then you’ll drown.” That myth has been roundly debunked. Back then, the only fiberglass-­production multihulls were from Europe, many from Prout, which exported a few to the US. There are still plenty of European builders, particularly from France, but South Africa is now a major player in the catamaran market.
• The French builders now own the world market, which of course includes the US. Other than Catalina, few US ­builders are making a similar impact. In terms of volume, Groupe Beneteau is the largest builder in the world, and they’ve expanded way beyond sailboats into powerboats, runabouts and trawlers.
• Prices seem to have outpaced inflation, perhaps because, like with automobiles, where everyone wants air conditioning, electric windows and automatic transmissions, today’s boats incorporate as standard equipment items that used to be optional. Think hot- and cold-pressure water, pedestal-wheel steering, and full suites of sailing instruments and autopilots.
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Keel design plays a crucial role in optimizing the performance of yachts. The shape and characteristics of the keel greatly influence a yacht’s stability, maneuverability, speed, and overall sailing capabilities. Through careful analysis and experimentation, yacht designers strive to develop innovative keel designs that enhance performance and ensure competitive advantages for their vessels. In this article, we will explore the significance of keel design in yacht performance optimization, focusing on its impact on various aspects such as hydrodynamics, aerodynamics, and structural integrity.

To illustrate the importance of keel design in enhancing performance, let us consider a hypothetical scenario involving two identical yachts competing in a prestigious offshore race. Yacht A is equipped with a traditional deep-draft fin keel commonly found in older designs, while Yacht B features a modern bulb-keel configuration. As they navigate through challenging wind conditions and varying sea states during the race, it becomes evident that Yacht B exhibits superior upwind performance compared to Yacht A. This advantage can be attributed to several factors influenced by the keel design, including reduced drag from the bulbous lead appendage below and improved righting moment due to better weight distribution along the hull. Such differences exemplify how keels significantly affect a yacht’s ability to sail efficiently and effectively in different conditions.

One of the key aspects influenced by keel design is hydrodynamics. The shape and profile of the keel determine how water flows around it, affecting drag and lift forces. A well-designed keel minimizes drag by reducing turbulence and creating a smooth flow of water along its surfaces. By reducing drag, the yacht can maintain higher speeds while expending less energy, resulting in improved performance.

Additionally, the keel plays a crucial role in generating lift, which helps to counteract heeling forces caused by wind pressure on the sails. Lift is generated as water flows over the curved surfaces of the keel, creating a force that opposes heeling and contributes to stability. A properly designed keel will maximize lift while minimizing induced drag, allowing the yacht to maintain a balanced and controlled sailing attitude.

Aerodynamics also come into play when considering keel design. The shape and position of the keel influence airflow around the yacht’s hull and rigging. A streamlined keel reduces wind resistance, allowing for smoother sailing and increased speed. Moreover, by optimizing the interaction between the keel and other components such as the mast and sails, designers can minimize turbulence caused by air passing over these structures.

Structural integrity is another critical consideration in keel design. The weight distribution of the keel affects how forces are distributed throughout the yacht’s hull. A well-balanced distribution ensures optimal stability and prevents excessive stress on certain areas of the boat. Furthermore, modern materials and construction techniques enable designers to create lighter yet stronger keels that enhance performance without compromising safety.

In conclusion, keel design plays a significant role in optimizing yacht performance across various domains such as hydrodynamics, aerodynamics, and structural integrity. Through careful analysis, experimentation, and innovation, designers strive to develop efficient and effective keels that deliver superior stability, maneuverability, speed, and overall sailing capabilities. By understanding the significance of keel design in yacht performance, sailors and designers can make informed decisions to achieve competitive advantages in the world of sailing.

The Importance of Keel Design in Yacht Performance

When it comes to yacht design, a crucial element that significantly impacts performance is the keel. The keel plays a vital role in maintaining stability and maneuverability on the water, making it an essential consideration for yacht designers. To illustrate its significance, let’s consider a hypothetical scenario where two identical yachts participate in a race. However, one has an optimized keel design while the other has a suboptimal one.

Firstly, an optimally designed keel contributes to improved sailing performance by enhancing stability. A well-designed keel provides sufficient resistance against lateral forces caused by wind or waves, preventing excessive heeling or rolling motions. In our hypothetical race scenario, the yacht with the optimized keel maintains better balance and stability compared to its counterpart with the suboptimal design. This advantage allows it to maintain higher speeds and more efficient sail trim throughout the race.

Secondly, the choice of keel design directly affects maneuverability during different sailing conditions. For instance, a racing yacht may require quick course changes or tight turns when navigating around buoys or avoiding obstacles. An intelligently designed keel can provide enhanced agility and responsiveness in such situations, allowing the yacht to change direction swiftly without losing momentum. On the other hand, a poorly designed or inadequate keel may hinder these maneuvers, reducing overall performance and competitiveness.

To further emphasize the importance of proper keel design in yacht performance optimization, consider the following emotional bullet points:

• Increased speed: An optimized keel design enables faster sailing speeds due to reduced drag.
• Enhanced safety: Appropriate weight distribution through effective keel design improves overall stability and reduces risks of capsizing.
• Improved comfort: Well-balanced yachts equipped with optimal keels offer smoother rides even in challenging sea conditions.
• Competitive edge: Yachts with superior keels have an advantage over their rivals in races by achieving higher speeds and maneuverability.

Additionally, let’s include a table that compares the characteristics of different keel designs:

In conclusion, the importance of keel design cannot be overstated when it comes to optimizing yacht performance. The hypothetical scenario and emotional bullet points presented highlight the significant impact an optimized keel can have on speed, safety, comfort, and competitiveness. In the subsequent section about “Factors to Consider in Keel Design,” we will explore key considerations that yacht designers must take into account to achieve optimal performance.

Factors to Consider in Keel Design

The Importance of Keel Design in Yacht Performance has been established, and now we turn our attention to the various factors that need to be considered during the design process. To illustrate these considerations, let us delve into a hypothetical case study involving two yacht designers who are tasked with optimizing the performance of their vessels through keel design.

When approaching keel design for optimal performance, designers must take into account several key factors. Firstly, hydrodynamic efficiency plays a crucial role in determining how well a yacht maneuvers through water. By carefully shaping the keel profile and considering its interaction with other components such as the hull and rudder, designers can achieve reduced drag and increased stability.

Secondly, weight distribution is another critical aspect to consider when designing a yacht’s keel. The position and size of the ballast within the keel greatly influence a vessel’s stability and ability to resist heeling forces caused by wind or waves. Achieving an ideal balance between weight distribution and overall boat trim ensures improved sailing characteristics, allowing for better control and handling.

Thirdly, sailors often encounter varying sea conditions while at sea. A well-designed keel should offer good seakeeping abilities by minimizing pitching motion and maintaining steady course-keeping even in rough waters. This not only enhances comfort on board but also contributes to safer navigation.

Lastly, it is essential to ensure structural integrity when designing a yacht’s keel. Factors such as material selection, construction techniques, and reinforcement play vital roles in ensuring durability under heavy loads and potential impacts from grounding or collision scenarios.

• Hydrodynamic efficiency: Optimizing shape for reduced drag.
• Weight distribution: Balancing ballast position for enhanced stability.
• Seakeeping abilities: Minimizing pitching motion for comfort at sea.
• Structural integrity: Ensuring strength against heavy loads or impacts.

Additionally, presenting information visually can evoke an emotional response and aid in understanding. Here is a table that highlights the different factors to consider:

With these considerations in mind, we can now transition into the subsequent section about “Different Types of Keels and Their Advantages.” By examining various keel types and their respective advantages, designers gain valuable insights into selecting the most suitable design for optimizing yacht performance.

Note: The information provided in this section is hypothetical and serves as an example to illustrate key considerations in keel design.

Different Types of Keels and Their Advantages

In the previous section, we explored the various factors that need to be taken into consideration when designing a keel for a yacht. Now, let’s delve deeper into the different types of keels and their advantages.

To better understand the practical implications of keel design choices, let us consider an example. Imagine a hypothetical scenario where two identical yachts are racing against each other. The only difference between them is their keel design – one has a fin keel while the other has a bulb keel.

When it comes to performance optimization, there are several key factors that designers must address:

• Stability: A well-designed keel provides stability by lowering the center of gravity and resisting heeling forces from wind or waves. This allows for smoother sailing and reduces the risk of capsizing.
• Balance: The placement and shape of the keel play a crucial role in achieving balance on a yacht. Proper balance ensures that the boat tracks straight without excessive weather helm or lee helm.
• Lift: Keels generate lift as water flows over them, countering leeway (sideways slipping) and contributing to upwind performance.
• Drag: While generating lift is important, minimizing drag is equally critical for optimal speed. An efficient keel design should minimize resistance through careful shaping and reducing turbulence.

Let’s now examine these factors in relation to different types of keels using the following table:

As seen in this table, both fin and bulb keels offer distinct advantages depending on specific requirements such as desired performance characteristics and sailing conditions. It is essential for yacht designers to carefully evaluate these factors in order to optimize the keel design for their specific vessel.

In the subsequent section, we will explore the role of keel design in stability and balance, further emphasizing the significance of this aspect in yacht design. By understanding how different keels impact a yacht’s performance, designers can make informed decisions that enhance both safety and speed on the water.

The Role of Keel Design in Stability and Balance

Having explored the different types of keels and their advantages, it is now important to understand the role that keel design plays in ensuring stability and balance. To illustrate this further, let us consider a hypothetical scenario where two yachts with different keel designs encounter rough sea conditions.

In this case study, Yacht A features a deep fin keel while Yacht B has a shoal draft keel. As they navigate through choppy waters, Yacht A’s deep fin keel provides greater resistance against sideways forces, resulting in improved lateral stability. On the other hand, Yacht B’s shoal draft keel offers reduced drag but compromises on lateral stability due to its shallower depth.

To better comprehend the significance of keel design in yacht stability, below are four key factors to consider:

• Weight Distribution: The placement of the keel influences how weight is distributed throughout the yacht. A well-designed keel ensures optimal weight distribution for enhanced stability.
• Center of Gravity: The position of the center of gravity relative to the waterline greatly affects a yacht’s overall balance. Keels play a crucial role in determining and maintaining an optimal center of gravity.
• Righting Moment: Keels contribute significantly to a yacht’s ability to resist heeling or tipping over. By increasing the righting moment, proper keel design improves overall safety during sailing.
• Performance Optimization: Different keel shapes and configurations can impact a yacht’s speed and maneuverability. Properly designed keels minimize drag and maximize performance potential.
• Enhanced Stability
• Increased Safety
• Improved Speed
• Optimal Weight Distribution

Table (3 columns x 4 rows):

Considering the significance of keel design in stability and balance, it is evident that a well-designed keel contributes to safer and more efficient sailing experiences. Understanding the impact of various factors such as weight distribution, center of gravity, righting moment, and performance optimization aids yacht designers in creating vessels that excel in challenging sea conditions.

As we have now explored the role of keel design in stability and balance, let us delve into how it affects maneuverability by examining different aspects of yacht control.

How Keel Design Affects Maneuverability

Transitioning from the previous section, which discussed the crucial role of keel design in ensuring stability and balance, we now delve into how different aspects of keel design can significantly affect a yacht’s maneuverability. To illustrate this impact, let us consider a hypothetical scenario where two yachts with distinct keel designs are subjected to challenging sailing conditions.

Imagine Yacht A equipped with a deep fin keel designed for improved performance in open water racing. This type of keel offers greater stability due to its lower center of gravity but may result in reduced maneuverability at slower speeds or when navigating narrow channels. On the other hand, envision Yacht B fitted with a shoal draft bulb keel specifically designed for coastal cruising. Although it sacrifices some initial stability compared to Yacht A, this design allows Yacht B to venture into shallower waters while maintaining better control during sharp turns.

The effect of various factors related to keel design on a yacht’s maneuverability is multifaceted and deserves attention. Consider the following bullet points that highlight these key considerations:

• Shape: Different types of keels such as full-length fins, winged bulbs, or bilge boards present varying degrees of lift and drag characteristics.
• Aspect Ratio: The ratio between the width (chord) and length (span) of a keel affects both lift generation capabilities and resistance experienced by the yacht.
• Leading Edge Configuration: Rounded or elliptical leading edges offer smoother flow around the keel, minimizing turbulence and enhancing directional stability.
• Appendages: Additional appendages like skegs or spade rudders play an integral role in improving overall control and responsiveness in conjunction with the main keel.

To further explore these aspects, refer to Table 1 below summarizing their impacts on maneuverability:

Table 1: Factors influencing yacht maneuverability.

Understanding how keel design affects a yacht’s maneuverability is critical for designers and sailors alike. By carefully considering these factors during the design process, optimal balance between stability, speed, and ease of handling can be achieved. In our subsequent section on “Innovations in Keel Design for Performance Enhancement,” we will explore advancements that aim to further improve maneuverability without compromising other essential aspects of yachting performance.

Innovations in Keel Design for Performance Enhancement

Understanding the impact of keel design on maneuverability is crucial for yacht designers seeking to optimize performance. Now, let’s delve into some innovative approaches that have been employed by designers to enhance the overall performance of sailing yachts.

To illustrate the potential benefits of these innovations, consider a case study involving a racing yacht competing in an oceanic regatta. This hypothetical scenario will highlight how certain advancements in keel design can significantly influence speed and stability, ultimately leading to improved performance outcomes.

One example of an innovation in keel design is the use of canting keels. These adjustable keels are capable of changing their orientation relative to the hull, allowing sailors to optimize their position based on varying wind conditions. By altering the angle or cant of the keel, sailors can counteract heeling forces and reduce drag, resulting in enhanced boat speed and maneuverability.

Another development worth mentioning is the advent of winged keels. With this innovative design approach, additional surface area is incorporated into the structure through specialized extensions attached at specific angles. The increased lift generated by these wings helps improve stability during maneuvers such as tacking and gybing, enabling more efficient changes in direction while minimizing energy loss.

In addition to these advancements, recent research has focused on optimizing bulb shape and weight distribution within modern yacht designs. Through computational fluid dynamics (CFD) analysis and extensive tank testing, naval architects have developed new bulb profiles that further minimize hydrodynamic resistance. Additionally, careful consideration is given to distributing weight effectively within the bulb itself, ensuring optimal balance between ballast and draft depth.

These developments reflect ongoing efforts within the field of yacht design to push the boundaries of performance optimization. By embracing innovative keel designs, designers can unlock new possibilities for speed, maneuverability, and stability on the water.

• Increased boat speed leading to a competitive advantage
• Enhanced maneuverability enabling precise navigation in challenging conditions
• Improved stability reducing the risk of capsizing
• Optimized balance between ballast and draft depth ensuring safety and efficiency

Table: Comparative Analysis of Keel Innovations

By continuously exploring these innovations in keel design, yacht designers are actively shaping the future of high-performance sailing yachts. This ongoing pursuit of enhanced performance demonstrates their commitment to pushing boundaries and achieving excellence on the water.

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The Ultimate Guide to Sail Boat Designs: Exploring Sail Shape, Masts and Keel Types in 2023

• June 4, 2023

When it comes to sail boat designs, there is a wide array of options available, each with its own unique characteristics and advantages. From the shape of the sails to the number of masts and the type of keel, every aspect plays a crucial role in determining a sailboat’s performance, stability, and manoeuvrability. In this comprehensive guide, we will delve into the fascinating world of sail boat designs, exploring the various elements and their significance.

Table of Contents

The sail shape is a fundamental aspect of sail boat design, directly impacting its speed, windward performance, and maneuverability. There are several types of sail shapes, including:

1. Bermuda Rig:

The Bermuda rig is a widely used sail shape known for its versatility and performance. It features a triangular mainsail and a jib, offering excellent maneuverability and the ability to sail close to the wind. The Bermuda rig’s design allows for efficient use of wind energy, enabling sailboats to achieve higher speeds. The tall, triangular mainsail provides a larger surface area for capturing the wind, while the jib helps to balance the sail plan and optimize performance. This rig is commonly found in modern recreational sailboats and racing yachts. Its sleek and streamlined appearance adds to its aesthetic appeal, making it a popular choice among sailors of all levels of experience.

2. Gaff Rig:

The Gaff rig is a classic sail shape that exudes elegance and nostalgia. It features a four-sided mainsail with a gaff and a topsail, distinguishing it from other sail designs. The gaff, a horizontal spar, extends diagonally from the mast, providing additional area for the mainsail. This configuration allows for a taller and more powerful sail, making the Gaff rig particularly suited for downwind sailing. The Gaff rig offers a traditional aesthetic and is often found in vintage and classic sailboats, evoking a sense of nostalgia for a bygone era of maritime exploration. The distinctive shape of the Gaff rig, with its graceful curves and intricate rigging, adds a touch of timeless charm to any sailboat that dons this rig.

3. Lateen Rig:

The Lateen rig is a unique and versatile sail design that has been used for centuries in various parts of the world. It features a triangular sail that is rigged on a long yard, extending diagonally from the mast. This configuration allows for easy adjustment of the sail’s angle to catch the wind efficiently, making the Lateen rig suitable for a wide range of wind conditions. The Lateen rig is known for its ability to provide both power and maneuverability, making it ideal for small to medium-sized sailboats and traditional vessels like dhow boats. Its versatility allows sailors to navigate narrow waterways and make tight turns with ease. The distinctive silhouette of a sailboat with a Lateen rig, with its sleek triangular sail and graceful curves, evokes a sense of adventure and a connection to seafaring traditions from around the world.

Number of Masts

The number of masts in a sail boat design affects its stability, sail area, and overall performance. Let’s explore a few common configurations:

1. Sloop Rig:

The sloop rig is one of the most popular and versatile sail boat designs, favoured by sailors around the world. It consists of a single mast and two sails—a mainsail and a jib. The sloop rig offers simplicity, ease of handling, and excellent performance across various wind conditions. The mainsail, situated behind the mast, provides the primary driving force, while the jib helps to balance the sail plan and improve manoeuvrability. This configuration allows for efficient upwind sailing, as the sails can be trimmed independently to optimize performance. The sloop rig is commonly found in modern recreational sailboats due to its versatility, enabling sailors to enjoy cruising, racing, or day sailing with ease. Its streamlined design and sleek appearance on the water make it both aesthetically pleasing and efficient, capturing the essence of the sailing experience.

2. Cutter Rig:

The cutter rig is a versatile and robust sail boat design that offers excellent performance, especially in challenging weather conditions. It features a single mast and multiple headsails, typically including a larger headsail forward of the mast, known as the cutter rig’s distinguishing feature. This configuration provides a wide range of sail combinations, enabling sailors to adjust the sail plan to suit varying wind strengths and directions. The larger headsail enhances the boat’s downwind performance, while the smaller headsails offer increased flexibility and improved balance. The cutter rig excels in heavy weather, as it allows for easy reefing and depowering by simply reducing or eliminating the headsails. This design is commonly found in offshore cruising sailboats and has a strong reputation for its reliability and seaworthiness. The cutter rig combines versatility, stability, and the ability to handle adverse conditions, making it a preferred choice for sailors seeking both performance and safety on their voyages.

3. Ketch Rig:

The Ketch rig is a sail boat design characterized by the presence of two masts, with the main mast being taller than the mizzen mast. This configuration offers a divided sail plan, providing sailors with increased flexibility, balance, and versatility. The main advantage of the Ketch rig is the ability to distribute the sail area across multiple sails, allowing for easier handling and reduced stress on each individual sail. The mizzen mast, positioned aft of the main mast, helps to improve the sailboat’s balance, especially in strong winds or when sailing downwind. The Ketch rig is often favoured by cruisers and long-distance sailors as it provides a range of sail combinations suitable for various wind conditions. With its distinctive double-mast appearance, the Ketch rig exudes a classic charm and is well-regarded for its stability, comfort, and suitability for extended journeys on the open seas.

The keel is the part of the sail boat that provides stability and prevents drifting sideways due to the force of the wind. Here are some common keel types:

1. Fin Keel:

The fin keel is a popular keel type in sail boat design known for its excellent upwind performance and stability. It is a long, narrow keel that extends vertically from the sailboat’s hull, providing a substantial amount of ballast to counterbalance the force of the wind. The fin keel’s streamlined shape minimizes drag and enables the sailboat to cut through the water with efficiency. This design enhances the sailboat’s ability to sail close to the wind, making it ideal for racing and performance-oriented sailboats. The fin keel also reduces leeway, which refers to the sideways movement of the boat caused by the wind. This improves the sailboat’s ability to maintain a straight course and enhances overall manoeuvrability. Sailboats with fin keels are commonly found in coastal and offshore racing as well as cruising vessels, where stability and responsiveness are valued. The fin keel’s combination of performance, stability, and reduced leeway makes it a preferred choice for sailors seeking speed and agility on the water.

2. Full Keel:

The full keel is a design known for its exceptional stability and seaworthiness. It extends along the entire length of the sailboat, providing a continuous surface that adds substantial weight and ballast. This configuration offers significant advantages in terms of tracking and resistance to drifting sideways. The full keel’s deep draft helps to prevent leeway and allows the sailboat to maintain a steady course even in adverse conditions. Its robust construction enhances the sailboat’s ability to handle heavy seas and provides a comfortable ride for sailors on extended journeys. While full keel sailboats may sacrifice some manoeuvrability, their stability and predictable handling make them a popular choice for offshore cruising and long-distance voyages. The full keel design has stood the test of time and is often associated with classic and traditional sailboat aesthetics, appealing to sailors seeking reliability, comfort, and the ability to tackle challenging ocean passages with confidence.

3. Wing Keel:

The wing keel is a unique keel design that offers a combination of reduced draft and improved stability. It features a bulbous extension or wings on the bottom of the keel, which effectively increases the keel’s surface area. This design allows sailboats to navigate in shallower waters without sacrificing stability and performance. The wings create additional lift and prevent excessive leeway, enhancing the sailboat’s upwind capabilities. The reduced draft of the wing keel enables sailors to explore coastal areas and anchor in shallower anchorages that would be inaccessible to sailboats with deeper keels. The wing keel is particularly well-suited for sailboats in areas with variable water depths or tidal ranges. This keel design offers the advantages of increased manoeuvrability and improved performance while maintaining stability, making it a popular choice for sailors seeking versatility in a range of sailing environments.

In the vast world of sail boat designs, sail shape, number of masts, and keel types play pivotal roles in determining a boat’s performance and handling characteristics. Whether you’re a recreational sailor, a racer, or a cruiser, understanding these design elements can help you make informed choices when selecting a sailboat.

Remember to consider your specific needs, preferences, and intended use of the boat when choosing a sail boat design. Each design has its strengths and weaknesses, and finding the perfect combination will greatly enhance your sailing experience.

By gaining a deeper understanding of sail boat designs, you can embark on your next sailing adventure with confidence and make the most of the wind’s power.

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Welcome to Chuck Paine’s new website. Chuck Paine has been designing and building yachts for over 60 years. He has been the chief designer for many of the world’s highest quality yacht builders. Morris Yachts, Lyman-Morse Boatbuilding, Cabo Rico Yachts, Able Marine, York Marine and French & Webb in America, Bowman and Victoria Yachts in the UK, Kanter in Canada, Kelly Archer in New Zealand, and Gouwerok in Holland are a few examples of high-end yachtbuilders who have built more than 1000 individual yachts to Paine designs.

It has not escaped Chuck’s notice of late that the majority of large yachts today spend their lives unused in marinas, incurring slip fees and maintenance expenses without providing any enjoyment to their owners. Only the smaller, easily singlehanded boats seem to be used on sparkling summer weekends.

So in the past few years, Chuck has devoted his talents to a new era in yacht design: designing and building small, elegant, easily usable, classic sailboats with eternal appeal, affordable in view of their gemstone quality; but like all of his oeuvre to date, devoid of any pretense of being cheap. This site provides access to Chuck’s archive of yacht designs and highlights the growing portfolio of small, easily maintained and easily gotten going sailboat designs he is focusing on these days.

With a lifetime of experience to guide him, Chuck has written two books which should be of interest to students of yacht design. While one is regrettably out of print, the more recent book can be purchased in printed form, and both are instantly available as digital downloads from this website. Read these books, forget the headlines, put on plenty of sunscreen, and go sailing!

[email protected]

Sailing Designs

Welcome to our selection of sailing designs. our design ranges differ from each other in different ways, below you will see a general summary of each series, and the main key design features of each., below you will find a list of pdf information documents written by the schionning team to assist with understanding the principles of our designs., if you'd like more information on making a design decision, we have a plethora of information available to prospective clients under our resources page and material and kit specifics can be found in the kit pages., motor choices & options, contact us for more info, mainsheet systems for schionning designs, weight in schionning designs, schionning sailing performance & tips, design comparison table.

The Arrow Series is the latest range of performance cruising catamarans from Schionning Designs. Utilising 100% flat panel construction means that the Arrow designs will be the fastest build, as there is no strip-planking or more time consuming techniques. The Series currently includes the Arrow 1200, 1200 Sports, 1280-S, Arrow 1360 and Arrow 1500.

Our G-Force range are our most performance-oriented designs, having taken over from the Waterline Series with new reverse bow styling.

The standard G-Force designs are ultra-slim lightweight racing machines, with the ‘C’ Cruising designs allowing a little additional weight-carrying though they must still be kept light.

Designed primarily as an efficient fast sailing cat with high bridgdeck clearance and chamfer panels to minimize slamming.

The Solitaire Series are serious blue water cruisers, capable of taking you around the world with high mileage daily runs in comfort and safety.

RADICAL BAY

The Radical Bay 800 has a simple hull form, with a vee section forward to stop slamming running aft to a flat exit to reduce hobby horsing.

The Radical Bay 1060 (coming soon) is the big sister to the Radical Bay 8000 with afew new features, however none have been built.

TRACER 1500Tri

The Tracer Series are a range of performance cruising trimarans combining the speed trimarans are known for, with internal volume and spacious accommodation to create the perfect cruising platform.

Available as a pre-cut kit with detailed CAD drawn plans, suitable for amateur and professional construction.

The first of the range, the 1500TRi (15.00 metres) is now released, with more to come.

The Legend 60 is a cruising catamaran design encompassing some of the more classical design features that were requested from our clients.

The straight bow angles and vertical cabin window style gives her a distinct style, while staying true to her ocean greyhound heritage. The Legend 60 sits on the same hulls as the G-Force 1800 so she is still quite performance focussed.

TROUBLEMAKER

The Troublemaker 9500 is a small monohull trailer-sailor that is available in a complete kit including construction plans and pre-cut Duflex shell kit.

The Troublemaker is exceptionally easy to build compared with the multihulls, and estimates are under 1000 hours for a complete boat. She is offered with twin unstayed carbon masts that can be built yourself, or a standard alloy mast is an option.

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Home » News » SWD News & Stories » 7 Trends in Sailing Yacht Interior Design

7 Trends in Sailing Yacht Interior Design

Posted on March 14, 2023 and filed under SWD News & Stories

Interior designer Martha Coolidge, working with Stephens Waring Design, fine-tuned the style of the woodwork detail, panel layouts, light fixtures, and other elements of 65-ft ANNA’s appearance. Photo credit: Alison Langley

There’s some irony when it comes to looking at the hottest interior design trends for custom sailing yachts: much of the inspiration for today’s designs draw from the past – combined with modern innovation.

Interior designs that emphasize simplicity, balance, and natural materials are hardly revolutionary.  Quite the opposite.  But there is a new take and balance between old and new, iconic and innovative, that seems to provide the perfect balance for creating incredible interior spaces.

We’re exploring the top 7 trends in custom yacht design for 2023.

Natural Light and Connection Between Interior and Exterior Spaces

The use of larger windows is a trend that has been gaining popularity in yacht design in recent years, as yacht owners increasingly want to maximize their views of the surrounding environment and bring more natural light into their living spaces.

One way that yacht designers are incorporating larger windows is by using high-strength glass materials that can withstand the harsh marine environment. For example, tempered glass or laminated glass with multiple layers can provide the necessary strength and durability to withstand the wind, waves, and impact from flying debris.

In addition to using strong glass materials, yacht designers are also using innovative engineering techniques to maximize the size and placement of windows. Lightweight structural materials such as carbon fiber and titanium in the yacht’s construction, allow for larger windows without compromising the yacht’s structural integrity. In the photo of ANNA, above, the white-painted transverse structural knees are part of a carbon fabrication that strengthens the cabin and carries the mainsheet loads while blending into the classic joinery.

 M ulti Functionality and Flex Spaces

The design for 68-ft CIRRUS comes from blending 40’s & 50’s era style. The large saloon is designed to provide long-term comfort and versatility with innovative vertical storage and a vaulted ceiling that includes panoramic angled glass as well as overhead skylights. Design by Stephens Waring under construction at Jim Betts Enterprises.

Owners are spending more time aboard their vessels and are adding to the list demands and programmatic needs. These include home-office, fitness centers, gourmet kitchens, and gathering places for family and friends to spend longer durations of time together.

Because space is at a premium on a yacht, designers are creating multi-functional spaces that can serve multiple purposes. For example, a seating area that can be converted into a bed or a dining table that can be lowered to create additional seating. Clever storage solutions are also being incorporated into yacht design to make the most of available space.

Old World Charm Meets Modern Sensibilities: Spirit of Tradition

44-ft ITALMUS blends a 1940’s vernacular into the stylistic details and overall aesthetic of the yacht. The interior styling and design is aimed to mirror the era with a theme of highly crafted raised paneling and elegant joinery detail of select quarter sawn mahogany and finished in satin varnis.  Design by Stephens Waring, built by Van Dam Classic Boats. Photo credit: Billy Black

Yacht designers have always had a particular reverence for heritage and history.  The notion of heading out to sea conjures images of bygone eras past.  Capturing that essence requires a balance that avoids becoming kitsch or contrived.  While mid-century design may be considered the hot design trend of 2023, as designers steeped in a Spirit of Tradition design philosophy, we feel we’ve never left the genre.

Spirit of Tradition designs embody some historically identifiable link, particularly expressed in the shape and aesthetic exhibited in the design form of the hull and superstructure. Equally important, a Spirit of Tradition vessel must embrace modern development in materials, construction methods, mechanical systems and naval architecture science. Without the Spirit in development, we’re left with only Tradition.

Natural Materials

Douglas fir deck beams, traditional raised and v-groove paneling, bright varnish and white painted surfaces make it a light, airy enclave.  Interior design by Martha Coolidge and Stephens Waring Design.  Boat construction by Lyman-Morse.  Photo credit: Alison Langley

Yacht owners by their very nature are drawn to water and the natural world, so it makes sense to incorporate natural elements such as wood, stone, and other organic materials in design. These materials create a sense of warmth and connect the interior spaces to the natural surroundings.

As experts in wooden boat design, we have long touted the benefits of timber for structural elements.  However, incorporation of hardwoods, as well as a growing trend in sustainable timbers, have become increasingly popular with owners looking to achieve aesthetic, durability, and sustainability objectives in interior design.

Other natural materials such as leather and wool are also being incorporated to add texture and comfort. These finishes not only look beautiful, but they are also durable to withstand the harsh marine environment.

Renovation and Restomods

The owner of Marilee (built in 1926) had the bold vision to create an interior that reflected the yacht’s century-long provenance while creating an open space below.  The team worked with Paul Waring of Stephens Waring Yacht Design, to create a traditional and properly constructed interior with an updated layout for relaxed, modern day use. Photo credit: Alison Langley

The popularity of restomods has been well established in the world of classic cars, but it has only recently grown in popularity in the world of yachting. Fortunately, this is changing with plenty of success stories to point to.  Restomods are ideal for owners looking for cost-effective transformations that maintain sentimental connections to vessels and deliver stunning customized spaces that can be more cost effective than new custom builds. They are also popular with owners who inherit family boats, but need more utility and comfort for future generations.

Historical interiors often lack the ergonomics and amenities most owners seek today.  Good restoration projects embrace as much of the original charm and character of the original design as possible while improving comfort and livability.  Upgrades to electrical systems, electronics and navigation, plumbing and propulsion systems are low hanging fruit.  The interior design aesthetics requires a careful and complementary approach which honors the original character while updating comfort, utility, and aesthetics.

Flexible Spaces for a Crew Cabin

65-ft ANNA’s design includes a unique pocket door system.  The design provides an easy way to expand square footage when the cabin  is not needed or to private a comfortable extra cabin or crew quarters when extra hands or guests are aboard. Design by Stephens Waring. Construction by Lyman Morse Photo credit: Alison Langley

Owners often struggle with the balance between the desire for a larger vessel with larger interior spaces and the challenge of maintaining a total vessel size (and cost) which is manageable.

As we get older the idea of managing and skippering our own vessel can come at the expense of enjoyment.  Hiring crew alleviates some of the operational challenges and burdens, but it also means sharing interior space with others.

Flexible crew cabins provide a cost effective way to optimize space for when crew is and isn’t aboard. One solution is the installation of pocket doors on sleeping quarters. This converts square footage from private berths (crew quarters) to main salon gathering space when doors are opened and transforms the space to private rooms for guests and crew when needed.

Smart technology

Yacht owners are increasingly interested in incorporating smart technology into their vessels. This includes lighting, climate control, entertainment systems, and security features that can be controlled remotely. Smart technology allows yacht owners to control the environment on board and manage energy consumption more efficiently. It also adds an extra layer of security by allowing the owner to monitor their yacht from afar.

Related Articles:

A Clients Dream Crystalized in Spirit of Tradition Style

Pushing the Edge of Accommodations Design

Boat Renovations and Restorations 101

Yacht Philosophy: How to Make Small Spaces Feel Big

site by: slickfish studios

SCANDINAVIAN

Yacht design.

Håkan Södergren is one of the most experienced yacht designers and naval architectures in the industry. Every new yacht, every new little design solution has become valuable knowledge, brought into to the next project. These creative solutions and ideas you will find on Södergren's family cruisers, racers and big yachts are all over the world today. Which is the foundation for the innovative ideas of the yachts about to be designed for tomorrow.

yacht designs

Americas  Cup

WC victories

World Championship

Around Gotland Race

HÅKAN SÖDERGREN

Södergren Yachts was founded in 1972, Stockholm, Sweden, by  Håkan Södergren. A well-known designer of high performance cruisers and leisure powerboats, as well as multiple successful sail racing yachts.  ​ The company early became one of Scandinavia’s leading yacht design firms in cooperation with some of the most well-known boat builders in Scandinavia, Northern Europe and USA. Thousands of successful  production line boats and multiple of one-off sail racers and cruisers  designed by Södergren Yachts have been built and can be seen all around the world today.

Håkan Södergren's designs are known as state of the art in the combination of style, beauty and performance. The unique combination has become a signature of his designs. 

Today, Håkan works together with his son, Oscar Södergren. Oscar comes to the table with fresh ideas and a modern way to look at the design process, new materials and creative solutions. Together with Håkan's lifetime of experiences, they have completed several innovative designs, like the Shogun 50 and Shogun 43.

SUPERCLASSIC 110

The latest design from Södergren Yachts is a 110ft classic superyacht. After having received several requests if we are interested in designing a larger classic boat, Södergren has started drawing a preliminary proposal. The Superclassic 110 has traditional aesthetics and a modern underwater hull and sail plan. 

YACHT DESIGN LEGACY

As one of Scandinavia’s leading yacht designers, multiple successfull designs for performance cruisers, family yachts, leisure powerboats and sail racing yachts has been built. Discover Håkan Södergren's legacy of  production line boats and of one-off designs in the design library and the legacy page.​

STORMFÅGELN

Yacht Legacy Page

ALL  YACHT 

Designs .

Design Number Library

Messing about in boats since 1975.  Online Since 1997.

Home   |  Intro   |  Our Design Process   |  Stock Design Info   |  Motor Yacht Designs   |  Sailing Yacht Designs   |  Prototype Designs Plans List   |  Articles   |  Our CAD Design Stream   |  Maxsurf   |  News..!   |  SITE MAP..!   |  Site Search   | Design Team   |  Contact Us Please see the  AVAILABLE BOAT PLANS web page

Sailing Yacht Designs by Kasten Marine Design, Inc. Copyright 2016 Michael Kasten Updated June 2016   The sailing yacht designs listed below are arranged in order of their size, from the largest at over 164 feet (a traditional plank on frame wooden ketch) to the smallest at 8 feet (an aluminum sailing pram). New boat designs are added as they are developed (marked with the symbol) so you may want to bookmark this page and check in periodically... Please also have a look at our Prototypes page to see a number of new designs that are currently being developed or imagined.   Ordering Study Drawings; Estimating Plans; Building Plans The majority of the designs listed below are available as Stock Designs, or are offered at a substantial discount versus the cost of developing a new Custom Design.  For each design listed below, there is a link to a web page describing the design in detail.  If more information is desired in order to start planning for construction, an Estimating Plans Set is available which includes a Structural Profile and Arrangement plus a complete Vessel Specification and a comprehensive Equipment List, all of which are essential aids for planning. The intent of the Estimating Plans Set is to provide enough information for any builder to give a firm estimate for construction of the vessel. Building Plans contain all the information actually needed to complete construction of the vessel. If you would like to order Study Drawings, Estimating Plans, or a complete set of Building Plans for any of these designs, please see the Plans List Page for additional detail, a summary of plans prices, and complete ordering information. See our Stock Design Page for a thorough description of what is included in a typical plans package. If you want to know what's involved in creating a Custom Design to suit your specific requirements, you'll find excellent detail on our Custom Design Page .    Large Sailing Yachts As yachts, these larger vessels provide the height of luxury on the water, with ample space for an extended family or for chartering.  These yachts are second to none... The 38m Pinisi AMANDIRA pictured above has been featured in many yachting magazines as well as Architectural Digest.  Our 36m Pinisi Silolona has has won accolades in SE Asia Yachting as the best newly built sailing yacht in Asia in 2004, the year of her launch; and has achieved cameo appearances in Vogue magazine, the New York Times; La Figueroa, Time magazine, plus many yachting magazines.  

50m Indonesian Sailing Pinisi - The 36m Silolona was the inspiration for this much larger Charter Pinisi.. At 50m (164 feet) there is ample room for luxury chartering throughout Indonesia with occasional forays to Malaysia, Thailand, the Andaman Islands and the Maldives. Designed to the structural standards of Germanischer Lloyds, this vessel will offer superior security, luxury and comfort. For more information about this design or other traditional wooden vessels, please inquire .

38m Sailing Pinisi, AMANDIRA  - A 38 meter (125 foot) luxury wooden sailing yacht for occasional chartering, having deluxe accommodations for the owner, private staterooms for 8 additional guests, plus accommodation for 14 crew including dive master and guide. Designed to the standards of Germanischer Lloyd's for maximum safety and longevity. To be built in Kalimantan Timur (East Borneo). For more information about this design or other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

36m KLM, DUNIA BARU - A 36 meter (120 foot) luxury wooden yacht. This design is inspired by the present-day traditional Indonesian KLM types (motor sailors). The result is a luxury private yacht for occasional chartering, having deluxe accommodations for the owners, private staterooms for 10 guests, plus accommodation for 12 crew. Designed to the standards of Germanischer Lloyd's for maximum safety and longevity, and built in Kalimantan Timur (East Borneo). For more information about this design or other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

36m Pinisi, SILOLONA - Pictured above, the traditionally built Silolona , a wooden Indonesian Pinisi , measuring 36 meters (118 feet) on deck, was built in Kalimantan Selatan (South Borneo) for chartering throughout Indonesia. The intent of this design has been to provide a taste of traveling aboard a traditional sailing Bugis Pinisi, complete with Indonesian crew. Designed and built to the structural standards of the German Lloyd's rule, there is a generous measure of security, luxury and comfort for eight to sixteen charter guests (depending on which interior layout is preferred). For more information about this design or other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

36m Tern Schooner - A 36 meter (118') deluxe wooden sailing yacht. The interior is very open, yet will accommodate two owners, eight guests or family members, and four crew. This design has been inspired by the fast Privateer sailing vessels of yore. As such, the Tern Schooner is designed to perform well under sail. Twin engines provide top performance under power. Structure is according to Germanischer Lloyds throughout. For more information about this design or other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

33m Indonesian KLM -  A 33m (108 foot) charter yacht in wood, sister to the 36m KLM listed above and the 30m KLM listed below. A luxury private yacht that can also be used for charters. Designed to the German Lloyd's rule for wooden ships for maximum structural integrity and long life. For more information about this design or other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

30m Pinisi, SI DATU BUA - Our original 36m Pinisi design has been an inspiration for a series of design studies, each of which share the same traditional aesthetic of the wooden Indonesian Sailing Pinisi. This smaller 30m (98 foot) version is intended for private use and occasional chartering throughout Indonesia. Designed to the structural standards of the Germanischer Lloyds, this vessel will offer superior security, luxury and comfort. For more information about this design or other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

30m Indonesian KLM - This 30 meter (98 foot) luxury wooden yacht is modeled after the present-day traditional Indonesian Kapal Layar Mesin . Literally translated, this means "boat-sail-machine." Although we would call this a "Motor Sailor" these craft are simply referred to in Indonesia as " KLM ." The concept here has been to create a private yacht that can also be chartered, and which has deluxe accommodations for the owner and guests, plus generous cabins for crew. For more information about this design or our other traditional wooden vessels, please inquire . Please also see our Plans List Page for a summary of Plan prices.

Zebulun 96 - Zebulun is a modern sailing yacht in all respects. Intended for fast all-ocean sailing. All aluminum construction; twin fin keels with ballast bulbs; twin rudders; three masts; fully battened sails; etc. The ultimate charter vessel, having nine private staterooms, for a capacity of 18 to 20 all together. Equally capable as a motor sailor or pure sailing vessel. Very impressive!  Please see the Plans List Page for a summary of Plan prices.

Mermaid 61  - A classic Brigantine styled after the 1700's privateers. Planned for commercial use, there is a flexible-use space just forward of amidships that can be used as a 5 ton cargo hold, or a large workshop, as a twin cabin for charters, or as a general use cabin or dining hall for day charters or boutique cuisine evening cruises. Mermaid combines modern materials and a modern hull form with a traditional Brigantine styling that is true to its heritage even down to the carvings. For example, all aluminum or all steel hull construction with all aluminum spars and modern rigging materials. Please see our Plans List Page for a summary of Plan prices. For more information, please inquire .

Shiraz 56 - A a fast aluminum sailing yacht with classic styling in the Herreshoff tradition. Fully detailed for construction in aluminum complete with NC cutting files. Conceived as a motor sailor , with the emphasis on sailing performance. Two separate staterooms, large saloon and galley, even a bath tub! From the shelter of the 'midship cockpit one can watch other vessels fall astern as though they were tied to a coral head... Aluminum spars; ketch rig. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Lucille 50 - This vessel is in my view a proper motor sailor ! Lucille has a true pilot house, a real walk-in engine room, and private cabins for four. There are two versions, one having the wheel house aft, the other with the house amidships. Lucille has a rounded hull and very clean lines suited to steel or aluminum. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Aluminum spars, schooner rig. Please see the Plans List Page for a summary of Plan prices.

Many more sailing yacht concept designs can be found on our Prototypes web page.    

Mid-Size Sailing Yachts

Jasmine 48  - An all aluminum junk rigged schooner - and a highly capable motor sailor as well! The request here was to design a blue water schooner with an easy to handle rig, a spacious interior and classic styling, then apply modern technology to all of that...! In this case all aluminum structure, free standing rig, electric motor propulsion, and a very comfortable interior. A rounded hull for construction in aluminum. Recently updated to include the concept of having a pilot house aft. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Redpath 44 - I designed Redpath for myself. Enough said. In my view she is simply beautiful. The idea was to create a simple and comfortable live aboard schooner for two. When left to my own devices, herein lies much of my preferred design approach. Though designed as an auxiliary sail boat, Redpath is also a true motor sailor . Aluminum spars, schooner rig. Hull construction in steel. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Redpath 44 - Okay, why is Redpath listed twice here...? We recently completed a conversion of the Redpath design to aluminum construction, including aluminum spars. We also completed new NC cutting files for aluminum construction (imperial dimensions). If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Highland Lass 42 - Grace's big sister. A classic rig on the finest of single chine hull forms intended for steel or aluminum construction. Designed for performance cruising. Comfort for four. Luxury for two. Aluminum spars, schooner rig. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Benrogin 40 - A transom-stern rounded hull and clean lines ideally suited to steel, aluminum, fiberglass or plank on frame wood construction. Intended for family cruising. Two versions: one with a wooden deck for luxury, the other having a metal deck for simplicity and ultimate strength. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Greybeard 38 - A variation on Fantom. More displacement with a different interior and a slightly different look. Every bit the boat to live up to her name. With a rounded hull and easy lines Greybeard is ideally suited to steel or aluminum. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Aluminum spars, cutter rig. Please see the Plans List Page for a summary of Plan prices.

Fantom 36 - A round bottom double ended cutter in the Archer tradition. With a rounded hull and easy lines Fantom is ideally suited to steel or aluminum. This boat was designed for ultimate conditions with the intent to make the Northwest Passage. Aluminum spars, cutter rig. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Grace 36 - Can a metal boat have grace? Absolutely yes! One of the prettiest metal boats afloat, and a very easy shape to build. Designed for ocean voyaging in style. Aluminum spars, ketch rig. Hull construction in steel or aluminum. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Many more sailing yacht concept designs can be found on our Prototypes web page.  

Pocket Size Sailing Yachts

Bedouin 28 - An excellent bilge keel yacht, the big sister to Sarah Cat. Trailerable and ocean worthy. Aluminum spars, cutter rig. Hull construction in aluminum. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Preliminary drawing available; please inquire .

Sarah Cat 23 - A centerboard boat with a classic fantail stern. Tabernacle mast for easy trailering. The most economical of cruising boats. Aluminum spars, cutter rig. Hull construction in aluminum. If re-designed, wood or fiberglass are also possible (with substantial revisions to the plans). Please see the Plans List Page for a summary of Plan prices.

Larger and smaller preliminary designs in this size range can be found on our Prototypes web page.   

Yacht Tenders

The Pram - The pram hull form has the most carrying ability within the least length. Being flat bottom, these sailing prams take the beach gracefully, and they are easily stowed. Sizes range from 8' to 14' with construction in aluminum, plywood or fiberglass. Please see the Plans List Page for a summary of Plan prices.  

Please see the  AVAILABLE BOAT PLANS web page. Home   |  Intro   |  Our Design Process   |  Stock Design Info   |  Motor Yacht Designs   |  Sailing Yacht Designs   |  Prototype Designs Plans List   |  Articles   |  Our CAD Design Stream   |  Maxsurf   |  News..!   |  SITE MAP..!   |  Site Search   | Design Team   |  Contact Us

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MIKE WALLER 

Yacht design.

WE SPECIALIZE IN BOAT PLANS FOR AMATEUR BUILDERS

We provide stock boat plans for both monohull and multihull sailing vessels, including sailing skiffs and sharpies. Our designs mainly feature timber construction, in plywood or cedar strip plank composite construction, using the W.E.S.T. system (wood epoxy saturation technique). Our designs are intended mainly as cruising boats, although several have done well in racing. All designs are suitable for amateur boat builders.

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In negotiations reminiscent of the PGA and LIV golf, an agreement has been come to by the America’s Cup and SailGP to merge the design of the yachts used on the two high-profile circuits. This cost-saving measure will ensure that teams only have to purchase one type of boat to compete in both events.

It has been a long and torturous path to reach this stage, as finding common ground between the F50 catamaran and the AC40 / AC75 monohull yachts was complex, but compromise was found, settling on the ACSGP 51.25 proa.

The main hull will have a foil arm, while the outrigger will have a T-foil, as has been tested recently in the SailGP F50.

Sail configuration was another sticking point, with the double-skinned mainsail favoured by the America’s Cup contingent, and solid wings by the SailGP representatives. In the end the solution was found in having a solid jib, combined with a longer section wing mast, still accommodating the twin main solution.

A joint statement from the ACSGP working group stated, “This was committee thinking at its finest. None of us went into the room looking for a middle ground, as we’re an obstinate bunch, but by thinking out of the box, embracing blue sky thinking and pushing the envelope, we’ve managed to accommodate all of our favourite features into the new ACSGP 51.25. The outcome is beautiful… in its own way.”

The boat design was just the first hurdle for ACSGP. The courses were another can of worms, which ironically became a eureka moment for the working group. By opening said can of worms, and seeing how they fell, plus being inspired by the can itself, the solution became clear: around the cans racing.

“We’ve been wanting to be relevant to the weekend warriors for a long time, so by setting the ACSGP 51.25 proas on random courses around existing navigation buoys we will do exactly that. Everyone will relate to it,” added a spokesperson for the ACSGP working group.

A favourite line of stadium racer commentators in the foiling age has been, “Look at the speeds”, which hasn’t always lined up with television production teams displaying the speeds on screen. This is a conundrum which until now has been tricky to overcome, as displaying the speed data in kilometres per hour, miles per hour, metres per second, feet per minute, as a percentage of the speed of light, and occasionally in knots, takes up a lot of screen space.

The new ACSGP 51.25 proas will have the speeds displayed on the solid jib, thanks to the latest in OLED display technology. You will literally be able to look at the speeds the entire time. Commentators will now be able to use the phrase with abandon, so expect to hear it far, far more often.

Sailing venues are always a point of contention, and the financial and environmental cost of shipping yachts is proving prohibitive, but the venues themselves are a vital revenue source for the circuit. How would it be possible solve this dilemma?

“The answer was literally screaming at us, or should I say screening – green screening,” chuckled the working group spokesman. “We can hold the racing in one place, then superimpose the venue in the background.”

This does bring up the question of how the crowd and hospitality will be managed, but the spokesman explained all is in hand:

“With SailGP we’re already used to having the commentary and umpiring being run remotely at Ealing in London. With Wembley Stadium just a couple of kilometres from our offices, we can put up a big screen and have remote supporters. These big stadiums are well set up for corporate hospitality as well. It is a simple and elegant solution, and we can record their reactions instead of using canned applause.”

After their success in merging events in sailing, the ACSGP working group have turned their attention to golf, to help conclude the stalled negotiations between the PGA and LIV. They have already designed a ‘one size fits all’ golf club, which can be used for any type of shot, negating the need for caddies. Their attention has now turned to the ball, which their focus group says needs to be bigger. Much bigger.

“Sailing and golf are just the beginning of our sporting revolution. Tennis has turned to padel and pickleball, athletics has become the rebooted TV series Gladiators, so I think football (or soccer for our American friends) will be our next challenge. After the obvious first step of introducing multiball, the sky’s the limit!” concluded the ACSGP spokesman.

… And a Happy April Fool’s Day

• ACSGP 51.25
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Designer's insights: inside the newly-refitted 70m Feadship with Art Deco touches

Last autumn, the 69.5-metre Firebird completed a comprehensive refit at Feadship 's facilities in Makkum, led by her new owners and interior design studio Bryan O'Sullivan . The superyacht emerged 2.5 metres longer and with a whole new look, including a complete overhaul of her split-level owner's cabin, a new upper deck gym and a "lounge deck" where the helipad had once been.

BOAT sits down with designer and founder Bryan O'Sullivan to discuss the vision behind the brand-new Firebird ...

Your task was to “make Firebird ’s grand interiors more contemporary”. Could you take me through your process?

The clients bought Firebird when it was around six years old and, as a young couple, found it more opulent and traditional than they'd have liked. There was a lot of gold, heavy panelling and detailed ceilings – they appreciated the craftsmanship, but it wasn't their style. Our tactic was to remove the moulded ceilings to balance out the walls, which they still wanted to keep, and feature some eclectic furniture throughout. This made the superyacht feel current and, more importantly, approachable.

The master cabin is where we did the most work. We took out the big, heavy joinery, added a handrail to the mezzanine area, removed the heavy cabinetry (which filled the bed with a lot more natural light), removed some panelling and replaced it with a fabric wall to freshen up the whole room.

How would you describe your relationship with the owners? How involved were they in shaping the final product?

I had a really good relationship with the owners – they're a very nice couple. She's an artist and super creative, so she was really involved in the process. She came on all the furniture shopping trips and chose all of the art on board – in fact, a lot of her own artwork is featured throughout. They both have incredible tastes and were super involved at every stage, which made it a really enjoyable process.

What did you find most challenging about Firebird 's refit?

Before, we had worked on boats built from scratch, which is easier – everything is sequenced, you decide well in advance where all the furniture will be arranged, and the shipyard makes sure that everything is altered accordingly. There was also a huge amount of back and forth needed, as a lot of the furniture was being manufactured in different countries. But the shipyard was really amazing, and the crew were also a huge help when it came to being onsite and coordinating deliveries.

What is your favourite room on board?

I love the gym. We stripped that room completely and designed a new ceiling and panel type for the walls. The result is very modern, particularly where we used teak to create a cool motif on the doors – the ovals you can see carved out of the wood. We also put in larger glazing either side, opening out onto the decks, and there's an all-new, very cool hot and cold plunge pool outside.

The other room I really love is the old cinema room – the skylounge – which we turned into a glamorous cocktail bar. The client had seen some of the work we did with Claridge's and really wanted to bring a touch of that Art Deco world here.

She’s now available for charter with Y.CO . How has this refit made her a standout charter platform?

Well, it is quite an unusual interior for a superyacht. I think a lot of people would have looked at the previous iteration of Firebird and said "this is too dated, this isn't our style". But now she feels current, fun and approachable in a way that is sure to appeal to a wider clientele.

Firebird was delivered in 2007 to a design by Michael Leach , while Feadship De Voogt Naval Architects completed the naval architecture. She is the predecessor to Feadship's largest yacht to date, the 110-metre Anna .

Accommodation is for 12 guests and 19 crew. Other onboard features include a sundeck Hammam and Jacuzzi, an open-air cinema and a dedicated dining room with a private balcony.

More information on the Firebird project can be found in Bryan O'Sullivan's debut book, A New Glamour. www.bryanosullivan.com/collection/a-new-glamour

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Lee Commission approves design work for parking, renovations at Lavender’s Landing boat ramp

The first floor of the onsite office building will also be renovated, including improvements to meet the standards of the Americans with Disabilities Act.

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The Dali was just starting a 27-day voyage.

The ship had spent two days in Baltimore’s port before setting off.

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By Claire Moses and Jenny Gross

• Published March 26, 2024 Updated March 27, 2024

The Dali was less than 30 minutes into its planned 27-day journey when the ship ran into the Francis Scott Key Bridge on Tuesday.

The ship, which was sailing under the Singaporean flag, was on its way to Sri Lanka and was supposed to arrive there on April 22, according to VesselFinder, a ship tracking website.

The Dali, which is nearly 1,000 feet long, left the Baltimore port around 1 a.m. Eastern on Tuesday. The ship had two pilots onboard, according to a statement by its owners, Grace Ocean Investment. There were 22 crew members on board, the Maritime & Port Authority of Singapore said in a statement. There were no reports of any injuries, Grace Ocean said.

Before heading off on its voyage, the Dali had returned to the United States from Panama on March 19, harboring in New York. It then arrived on Saturday in Baltimore, where it spent two days in the port.

Maersk, the shipping giant, said in a statement on Tuesday that it had chartered the vessel, which was carrying Maersk cargo. No Maersk crew and personnel were onboard, the statement said, adding that the company was monitoring the investigations being carried out by the authorities and by Synergy Group, the company that was operating the vessel.

“We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected,” the Maersk statement said.

The Dali was built in 2015 by the South Korea-based Hyundai Heavy Industries. The following year, the ship was involved in a minor incident when it hit a stone wall at the port of Antwerp . The Dali sustained damage at the time, but no one was injured.

Claire Moses is a reporter for the Express desk in London. More about Claire Moses

Jenny Gross is a reporter for The Times in London covering breaking news and other topics. More about Jenny Gross

To revisit this article, visit My Profile, then View saved stories .

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Chris Baraniuk

Why the Baltimore Bridge Collapsed So Quickly

Just shy of half past 1 in the morning, the MV Dali , a giant container ship, was sailing gently out of the port of Baltimore when something went terribly wrong. Suddenly, lights all over the 300-meter-long vessel went out. They flicked on again a moment later, but the ship then began to veer to the right, toward one of the massive pylon-like supports on the Francis Scott Key truss bridge—a huge mass of steel and concrete that spans the Patapsco River.

The Dali ’s lights went out a second time. Then the impact came. The ship plowed into the support, with large sections of the bridge’s main truss section instantly snapping apart and falling into the river. It took just 20 seconds or so for the structure to come down.

Now, a major US port is in disarray, and several people who were working on the bridge at the time of its collapse are missing. A rescue operation is underway. President Biden has called the disaster a “terrible accident.” Ship traffic is currently stuck on either side of the crash site, and a major roadway through Baltimore has been cut off.

“It’s a dreadful tragedy and something you hope never to see,” says David Knight, a bridge expert and specialist adviser to the UK’s Institution of Civil Engineers. But commenting on footage of the bridge collapse , he says he is not surprised by the manner in which it crumpled.

Large steel structures may seem invulnerable, but steel, explains Knight, is relatively lightweight for its size. As soon as it is pushed or pulled the wrong way with enough force, it can fold like paper. In this case, the Francis Scott Key Bridge was a “continuous,” or unjointed, bridge that had a 366-meter-long central truss section. (Truss bridges use steel beams, arranged in triangular shapes, to support their load.) The central truss was made up of three horizontal stretches, known as spans, with two sets of supports holding these above the water. It was the third-largest structure of its kind in the world.

Matt Burgess

R Douglas Fields

Kate O'Flaherty

“When you take a support away, there is very little in the way of robustness,” says Knight. “It will drag down, as we saw, all three spans.” The separate approach spans remain standing. There is nothing in Knight’s view that immediately suggests any structural problem with the bridge. An engineering firm, Hardesty & Hanover, confirmed to WIRED that it performed an inspection of the bridge in 2019, and that other inspections have been carried out since, but did not provide any additional details on the state of the structure. WIRED has approached H&H for further comment. In June last year, the US Federal Highway Administration rated the condition of the bridge as satisfactory .

The immense force of the container ship impact should not be underestimated, adds Knight. Such vessels require a lot of power and time—perhaps many minutes—to come to a complete stop. The Francis Scott Key Bridge was completed in 1977. In more recent decades, bridge engineers have commonly incorporated defenses to reduce the potential damage by ship strikes when bridges are erected in similar locations, Knight says. These include hydraulic barriers and additional concrete around the base of bridge supports, for instance. However, even with such fortifications in place, heavy strikes can still cause devastating damage.

It is not clear why lights turned off and on again on the Dali , a Singapore-flagged ship built in 2015. “That is an indication of a massive problem,” says Salvatore Mercogliano, a maritime historian at Campbell University in North Carolina and a YouTuber who has analyzed the crash .

At the time of the accident, two pilots—mariners who board a ship to help it navigate particular stretches of water, including in and out of ports—from Baltimore were on board. The Dali was broadcasting its position publicly via the automatic identification system (AIS) and was traveling at a speed of over 8.5 knots. It then slowed to around 6 knots in the moments before the crash, according to AIS data .

Both pilots and all crew members on the Dali are accounted for. There are no reports of injuries, the ship’s management company, Synergy Group, said in a statement on March 26.

ABC News reports that the crew of the vessel made a desperate mayday call in an attempt to warn transport officials that the crash was about to occur. A report from the Cybersecurity and Infrastructure Security Agency, seen by ABC, says the Dali “lost propulsion” and that the crew were aware they had “lost control” of the ship. Maryland governor Wes Moore told reporters that , thanks to the mayday call, officials were able to stem the flow of traffic over the bridge, an intervention that he says “saved lives.”

Mercogliano says it is very difficult for ships of this size to make rapid adjustments to their trajectories. Video footage shows a sudden outpouring of smoke from the vessel’s stack, indicating a change in engine activity of some kind. What is particularly disturbing is that, in this case, the vessel ends up plowing straight into one of the key supports for the bridge, clearly off course. No information as to why this happened has become public.

Photographs of the aftermath show the bow of the ship pinned beneath fallen sections of the bridge . The anchor chain is visible, meaning that at some point the anchor was dropped, though it is not certain whether this happened before or after impact. The chain appears to be at an angle, however, which Mercogliano says could be a sign that it was dropped shortly before the crash and dragged for a brief time.

Lawyer James Turner of Quadrant Chambers in London specializes in, among other things, ship collisions. He says that there would have been no automated systems on board a merchant ship of this kind able to prevent the impact. Information from radar, AIS, and visual observations would have been available to the crew, however.

But data-collecting systems may now reveal exactly what happened. As on airplanes, commercial ships have data and audio recorders on the bridge, which are often a key source of information for investigators post-incident. “The master will hit a button and that ensures that the last two hours of audio recording are preserved, as well as all the data from the various parts of the ship, like the engine and steering and so on,” explains Turner. “That can be downloaded and queried.”

He adds that estimates of the ship’s speed at the time of the incident as recorded by AIS are likely “99.99 percent accurate.”

For now, the focus of responders will be on locating survivors from the fallen bridge. Two people have been rescued, one of whom is in the hospital. Six construction workers remain missing .

The disaster has come at a difficult time for shipping, with drought afflicting the Panama Canal and Houthi attacks striking multiple vessels in the Red Sea in recent months. Somali piracy is on the rise again , also. The grounding of the Ever Given in the Suez Canal is very much still within recent memory—it occurred a mere three years ago.

The Port of Baltimore insists in a statement that it has not been shut down—road vehicles are still operating within the port—however, all ship traffic in and out is suspended until further notice. AIS data reveals around a dozen commercial vessels at anchor outside the port, their entry now blocked by the stricken bridge and the Dali . It will take some time for the US Army Corps of Engineers to remove the steel pieces of the bridge, which present a significant threat to passing vessels, from the river.

“Whatever ships are in the port are now stuck,” says Mercogliano, who notes that Baltimore is an important port in terms of car deliveries and coal exports.

Overall, he argues, maritime operations are extremely safe today, though the volume and velocity of trade mean that when things go wrong it can be especially serious.

“We move goods a lot faster than ever before, and there’s very little margin for error,” he says. “When there is a mistake, the mistakes tend to be very large.”

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What we know about Baltimore’s Francis Scott Key Bridge collapse

The Francis Scott Key Bridge in Baltimore collapsed early Tuesday after being hit by a cargo ship, with large parts of the bridge falling into the Patapsco River.

At least eight people fell into the water, members of a construction crew working on the bridge at the time, officials said. Two were rescued, one uninjured and one in serious condition, and two bodies were recovered on Wednesday. The remaining four are presumed dead. The workers are believed to be the only victims in the disaster.

Here’s what we know so far.

Baltimore bridge collapse

How it happened: Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship . The container ship lost power shortly before hitting the bridge, Maryland Gov. Wes Moore (D) said. Video shows the bridge collapse in under 40 seconds.

Victims: Divers have recovered the bodies of two construction workers , officials said. They were fathers, husbands and hard workers . A mayday call from the ship prompted first responders to shut down traffic on the four-lane bridge, saving lives.

Economic impact: The collapse of the bridge severed ocean links to the Port of Baltimore, which provides about 20,000 jobs to the area . See how the collapse will disrupt the supply of cars, coal and other goods .

Rebuilding: The bridge, built in the 1970s , will probably take years and cost hundreds of millions of dollars to rebuild , experts said.

• Baltimore bridge collapse: Crane arrives at crash site to aid cleanup March 29, 2024 Baltimore bridge collapse: Crane arrives at crash site to aid cleanup March 29, 2024
• Wes Moore envisioned economic revival. Then the Key Bridge collapsed. April 1, 2024 Wes Moore envisioned economic revival. Then the Key Bridge collapsed. April 1, 2024
• Officials studied Baltimore bridge risks but didn’t prepare for ship strike March 29, 2024 Officials studied Baltimore bridge risks but didn’t prepare for ship strike March 29, 2024