Blue Water Sailing Volume 2, 2021

BLUE WATER

Vo l u m n 2 , 2 0 2 1

SAILING CRUISING BOAT DESIGNS SAILS FOR OFFSHORE SAILING KEEPING WATCH OFFSHORE 17 NEW CRUISING BOATS FOR 2022 HYLAS 57

{ CONTENTS }

2021 VOLUME 2

FEATURES

12 Practical Passage

Watchkeeping is Time for Teamwork

by Bill Biewenga

20 Cruising Life

Criusing Boat Design

by John Neal and Amanda Swan

28 Sail Tips

Sails for Offshore Sailing

by Brian Hancock

32 Blue Water Boats Hylas 57

by George Day

36 Boat Show Preview

17 New Crusing Designs for 2022

Front Cover: The new Hylas 57 under sail

DEPARTMENTS 5 Captain’s Log 6 Blue Water Dispatches 45 Charter 50 Classifieds

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{ CAPTAIN’SLOG }

Are Modern Sailboats Ultimate Hybrid Vehicles?

WITH SO MUCH ATTENTION FOCUSED ON ALTERNATE energy sources and efforts to reduce carbon emissions, the allure of electric power for boats is inescapable. For the last decade or so, companies have been working on how to make electric motors work reliably in the real world of cruising but positive results have been few and far between. Companies like Ocean Volt and Master Volt have products out there in the field and they are developing new technologies all the time. But, the problem still lies in the storage capacity of the battery bank and nonpolluting generating power.

The Salona 46, that was launched in the U.S. at the Newport International Boat Show, has all electric propulsion by Ocean Volt that regenerates the batteries when the boat is sailing faster than five knots. Time will tell if this system is sustainable over a normal cruising cycle. My guess, at this point, is that an all electric propulsion system really needs some kind of gas or diesel generator back up for emergencies.

The electric system on boats that have proven successful are all hybrids, with a genset designed as part of the propulsion system.

This redundancy creates reliability and reliability is what boat owners and those cruising with their families want and need.

Sailboats present a unique case for electric propulsion since a sailboat with an auxiliary engine is by definition a hybrid –wind is the primary propulsion and the engine kicks in when the wind is not blowing or sailing is impractical, such as docking in a crowded marina. Replacing the diesel engine with an electric one seems logical, except for the storage and regeneration issue.

It will be interesting over the next few years to see who gets the sailboat hybrid propulsion question truly solved. Undoubtably, at some point, gas and diesel engines will be discouraged if not banned and that will certainly drive innovation in non-carbon emitting systems. Recently German car makers Mercedes and Audi, announced multi-billion Euro R & D projects to develop hydrogen fuel cells to power cars. They’re hedging their bets that electric is not the best solution.

For sailboats, perhaps a non-carbon producing hybrid propulsion system would end up using wind, solar, regenerating electric motors and small hydrogen fuel cells to create the ultimate completely reliable hybrid vehicle. Time will tell.

Volume 2, 2021

BLUE WATER

SAILING Volume 2, 2021 Blue Water Sailing, LLC 747 Aquidneck Avenue, Middletown, Rhode Island 02842 - USA phone: 401.847.7612 web: www.bwsailing.com

Editorial Editor & Publisher George Day george@bwsailing.com Editors-at-Large John Neal

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Bill Biewenga,

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Circulation Subscriptions and back issues are available at www.zinio.com Published quarterly. One year: $18.

For questions about your subscription email the publisher. george@bwsailing.com Blue Water Sailing is copyrighted 2021. All rights reserved.

Blue Water Sailing is published quarterly by Day Communications, Inc. 747 Aquidneck Ave. Middletown, RI 02842 ISSN#1091-1979

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{ CRUISINGDISPATCHES }

U.S. Sailing’s Safety at Sea Seminars: 2021 and 2022 MANY SAILING REGATTAS, PARTICUlarly long point-to-point events, require the crews participating to have formal safety at sea training through one of the U.S. Sailing official seminars. The seminars are either one or two days and offer in-depth training in everything from storm tactics, man-overboard drills, abandon ship procedures, on-board medical preparations and much more.

The seminars are run by instructors with many years of offshore experience who have been there and done that on all types of boats. The curriculums are designed

by Safety at Sea Team at U.S. Sailing and evolve as new technologies are developed, such as AIS, Satphones and advanced wilderness medicine procedures.

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The seminars originated under the guidance of Capt. John Bonds, then the head of Navy Sailing at the U.S.Naval Academy in Annapolis, and through a partnership with U.S. Sailing grew into a country-wide series of events. During the pandemic of 2020 and 2021, U.S. Sailing developed the capacity to host the seminars via online webinars.

While the seminars are focused on sailing and offshore racing, the safety-at-sea content applies to any skipper and crew of any type of craft who are headed out on the water for coastal cruises of yacht deliveries. Powerboaters are welcome.

BLUE WATER SAILING

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{ CRUISINGDISPATCHES } U.S. SAILING NOTES ON THEIR WEBSITE • All Safety at Sea certificates are valid for five years from the date of the course.

• Coastal and Offshore certificates may be earned through either In-Person or Online Courses. Coastal Certificate can be earned through a 4-5 hour in-person course or by taking Coastal Online Units 1-5. Offshore Certificate may be earned by taking a one day in-person (8 Hours) or by taking Offshore Online Safety at Sea Part Oane (Units 1-10) and Part Two (Units 11-15).

• The International Offshore Certificate that meets World Sailing guidelines for personal safety and survival may be earned by taking the Offshore In-Person or Offshore Online course plus one day Hands-On SAS Course.

• Those people who have received an International World Sailing certificate within the last 10-years, may attend a International World Sailing Refresher course.

• If the two stages are taken at different times, they must be taken within 365 days of one another. Due to cancellations or postponements of Safety at Sea courses during the current COVID-19 health crisis, any sailor that took either an Offshore Online or Offshore In-Person course in 2019 and 2020 and will miss the 365-day window to take a Hands-On course for the International Offshore Certificate will have the 365-day window extended until the end of 2022.

If you are heading out to sea, whether on coastal passages of offshore, taking a safety at sea seminar is well worth the time and minimal expense. Click here for more information and for the schedule of seminars through 2022.

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{ CRUISINGDISPATCHES } prepare for a brighter future ahead. View an introduction to I CAN here I CAN, the brainchild of Sean Ives and Kristi and Jeff Wisdom, builds on the fundamentals of “I CAN DO THIS!”.

The experience covers 5,000 nautical miles around the Caribbean, visits 17 unique destinations, and explores each destination’s rich history and culture with local guides. The 90-day program includes 10 orientation days, 80 days on the boat, 65 days of land-based excursions, and 24 days of actual sailing time.

crew that they would not otherwise have.

The sailboat is a platform for teaching our crew lessons that they will carry with them throughout their lifetimes.”

Co-founder Jeff Wisdom added, “Our goal is to provide these crew members with the skills they need to take the next step in their life journeys. Mentors involved in ocean research, conservation, and marine biology, to name a few, will visit the ship. We also explore careers in fields such as nursing, cooking, and mechanical engineering. After completing the program, we connect crew members with Sean Ives said, “The purpose of I CAN is sponsor-based internship programs.” to teach resilience. It’s all about attitude, teamwork, understanding yourself, and The first group of 6 young adult crew creating learning opportunities for our members and five mentors sets sail in

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{ PRACTICALPASSAGE }

WATCH KEEPING IS TIME FOR TEAMWORK

Whether sailing as a couple or with crew, there is more than one way to set watches for best results by Bill Biewenga

LIA DITTON AND I WERE A COUPLE of days into another delivery, this passage doublehanding a 48' catamaran up from Antigua to Norfolk, VA. The winds were expected to go light, and we were off to a good start, knocking back the miles while sailing quickly NNW. She was asleep on “her” side of the boat, in the starboard hull while I had the midnight to 4:00 am watch. With autopilot engaged, the task was reasonably straightforward: maintain a good lookout while monitoring systems onboard. Suddenly, a loud metallic bang hit the port hull’s deck outside. I immediately ran to take a look, and somehow – still unknown to me – Lia was only a few steps behind me.

I’ve been fortunate to sail with a wide variety of people. Male or female, highly experienced or sometimes novice, they came from places scattered around the world. The most common denominators in the group were that they were good, responsible people, eager to work together, eager to learn and equally eager to share their experiences and talents.

The passages have been short, long and in between, often short-handed as well as fully crewed, full-on racing situations. I’ve been fortunate. But that’s not to say that it’s always been easy. Even through the difficult situations – weather or mechanical failures – the people with whom I’ve doublehanded have become true life-long friends.

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BLUE WATER SAILING

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{ PRACTICALPASSAGE }

Not unlike the people I’ve sailed with, watch schedules come in all sizes and configurations. When conditions were good and the autopilot was functioning properly, Lia and I experimented with 4 hours on and 4 hours off. Whoever was on watch shortly before the dinner hour, prepared that meal. I must admit that we probably ate better when she was on watch at that time, but I still claim that my pasta al pesto constitutes a complete meal, and the only culinary skill involved is boiling water. Pre-departure preparation does a lot to help the enroute responsibilities, so planning ahead is a worthwhile exercise, especially when shorthanded. It was our good fortune that Ginnie Hess, with whom I had crewed on previous passages, had done a thorough and magnificent job of provisioning for our trip north. When a 4 hour on, 4 off schedule began to seem a bit too long, Lia and I jointly decided to reduce the time to 3 hours on and 3 off.

The objective in any watch system is to sufficiently rest the off watch so they can perform at an optimal level during their on watch.

Difficulties sometimes rear their ugly heads as a group, cascading as a cluster, and the trip from Antigua was no exception. We had managed to put a jury rig in place, using doubled-up Spectra line run to the masthead in lieu of the cap shroud.

It’s the sort of temporary repair that comes with some risk of failure, as you might 14

expect. Not wanting to drop the rig over the side, we opted to motorsail very conservatively to West Palm Beach, FL to affect a more permanent solution. Happily, enough, the jury rig seemed to hold up.

Unhappily, the autopilot stopped working.

Watch systems can be adapted to changing situations, various crew capabilities, weather or other criteria. With the work load now substantially changed and hand steering a constant demand, Lia and I reduced our watch times to 2 on and 2 hours off. If something needed to be checked or reviewed, it could be done at the watch change. The problem with a 2 on, 2 off schedule is the fact that there is little time to get ready for bed, sleep, get ready for watch and eat without sleep suffering.

Fatigue quickly sets in.

Sailing with a crew of 2 plus myself, three in total, an ideal watch system of 3 hours on watch and 6 hours off watch can be implemented. There is plenty of time for rest, general maintenance, food preparation, weather and navigational tasks. Full racing crews often use a “Swedish watch” system: 6-hour day watches and 4-hour night watches. As an example, one watch may have from 8:00 am to 2:00 pm, and be off from 2:00 pm to 8:00 pm. Then they would be on watch again from 8:00 pm to midnight and on again from 4:00 am to 8:00 am. The advantage to that two-watch system is that there is a long period to BLUE WATER SAILING

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{ PRACTICALPASSAGE }

sleep during the day, and night watches are relatively short. Additionally, with an uneven number of watches, the on and off periods rotate so no one has the same time frame two nights in a row.

Years ago, I sailed doublehanded with Rich Wilson, setting the San Francisco to Boston record in a 54’ trimaran. During that passage, we had 5-hour watches with a 4-hour watch from 10:00 am to 2:00 pm.

We did that doublehanded passage in 69 day 19 hours, so we had plenty of time to get used to the pattern. We also decided that when we did the New York to Melbourne record in 2001 we would shorten the watches to 4 hours each. Because there is an even number of watches, we each kept the same time slots throughout that 69-day passage. I could watch the same stars rise and set throughout the trip, getting to know them like friends. The shorter watches seemed more effective and less tiring in heavy weather and less 16

tedious in stable conditions.

There are of course other ways to mix it up with interlocking systems for 4 watches, offsets of one kind or another and numerous ways to further complicate the matter.

Over the hundreds of thousands of miles and numerous companions, I’ve found that the key features of a watch system are less about time and more about people.

Regardless of how many hours or watches in a particular time frame, trust features prominently in any watch system. People are supposed to be on time for their shift.

It’s the on-watch’s duty to make sure the next watch is up early enough to get there.

It’s a nice touch to have hot coffee ready for that still-sleepy next watch. While on watch everyone (EVERYONE!) on that boat trusts their life to you. It’s a responsibility that should not be taken lightly.

If you are standing a singlehanded watch and fall asleep, you are less than effecBLUE WATER SAILING

tive in avoiding problems that can affect everyone. Fire, flooding or collision can all happen at any time, and the on watch, when taking their duties seriously, can take a potential disaster and recast is as an inconvenience.

ence, building a trip on trust, reliability and mutual respect. Subsequently, we have done thousands of miles doublehanded together, including a trip up the Indian Ocean from Mauritius to Dubai, through the tropics and past pirates.

If situations arise that are out of the or- But that’s another story… dinary, waking up the captain or other responsible party can help to make sense of it. When an oncoming vessel’s running lights seem to be doing something strange, another set of eyes may help you to realize that it’s a tug shortening its tow prior to entering a canal or a fishing vessel hauling back on its trawl.

And if you happen to be on a collision course, having the extra person on deck means you can alter course or communicate via VHF far more conveniently.

In the final analysis, good watches are built on trust, reliability, timeliness, taking care of each other and mutual respect. They are all interrelated elements and all important. How the time is parsed is almost a secondary consideration if the other elements are in place. The timing of the watches is only important within the context of helping everyone achieve the best they can.

Lia and I made it to West Palm Beach, FL where we were able to have proper replacement rigging delivered and installed. Ultimately, we made it the rest of the way to Norfolk, VA, safe, sound and in many ways better for the experiVolumne 2, 2021

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{ CRUISINGLIFE }

CRUISING BOAT DESIGN

How to evaluate cruising boats based on design, rig and mechanical systems

By John Neal and Amanda Swan

IF POSSIBLE, CONTACT THE DESIGNER before purchasing a cruising boat. Often the broker may be unaware or unwilling to share knowledge of problems that have occurred with sisterships. The designer can tell you if the builder accurately followed the construction plans and may be able to tell you of any issues that have arisen, including problems with blisters, mast step, rudder, keel, etc. Some designs have structural issues that only appear after a period of time and ocean sailing.

When first approaching a designer offer to pay a consultation fee out of courtesy for their time.

design with attached rudder was optimum for ocean voyaging. I have cruised on four different modern full-keel boats, plus on a boat with a longish keel and separate full-skeg and rudder. Our current boat has a semi-balanced rudder with partial skeg and for me the trade off of less protection is worth the ease of steering and added maneuverability.

10 TYPES OF CRUISING BOATS: AN EVOLUTION

1. Heavy Displacement Full-Keeled Double-Enders based on Tahiti ketch or Norwegian lifeboat lines used to be a nearly automatic choice for long disUnderbody Design tance voyaging. However, yacht design In the past, cruisers assumed a full-keel has made great advances in the past 60 20

BLUE WATER SAILING

years, and you may choose to take advantage of these improvements which make for faster, more comfortable passages, and smaller, more easily handled sail plans without resorting to bowsprits and boomkins. Having said that, there are still a few folks happily cruising on their Westsail 32s and Hans Christians content that they have the best design for their cruising lifestyle. Remember that there is not one design or style of cruising that suits everyone.

Examples include: Island Packet, Rustler 36, Mason, Cape Dory, Freya 39, Nicholson 31.

3. Skeg Protected Rudder, detached from the keel is well suited for long distance cruising. The skeg protects the rudder to some degree, and may increase directional stability. Examples of this type of design: Valiants, Pacific Seacraft 37, 40, 44, Amel, Rustler 37, 42, 44, Morgan 384 & 462 and all Oysters. There are many suitable, well-built boats of this design type and they are a popular choice for long distance ocean cruising.

2. Modern Full Keel, with attached rudder and moderate displacement is another good choice for cruising in isolated areas where groundings or scrapes are common and the nearest shipyard may be thousands of miles away. The cutaway forefoot is a faster, more maneuverable design that will have fewer tendencies to trip or broach when running under storm conditions than a more traditional type of full keel boat. Having the rudder mounted slightly above and protected by the full length of the keel and the propeller enclosed in an aperture offers the best protection against damage from collision with submerged or floating objects. Careening or hauling out in primitive boatyards is easy with this type of design. 4. Partial-Skeg Rudders are semi-balanced, reducing effort required whether steering by hand, windvane or autopilot. It is like having power steering. This type of rudder generally has three bearings, 21

Sundeer and Deerfoot. If your cruising plans involve high latitude sailing or gunkholing in remote areas, you will need to be more cautious with this making it sturdier than a free-standing type of design. spade rudder, which generally has only two bearings. The partial skeg provides 6. Fin Keel/Spade Rudder is by far some protection from logs and debris and the most common type of sailboats built importantly provides directional stability today. These designs are frequently oriented for the bareboat charter market if the rudder is lost. The downside is that so generally have limited fuel and water the top of the rudder balance area is prone tankage and limited deck and interior to catching lines and weed. Examples in- storage for extended cruising. clude Morris, Najad, Malo and the FrersDisadvantages for serious cruising designed Hallberg-Rassys. include: 5. Long Keel/Spade Rudder is anoth- • Inability to survive a 6 knot grounding er viable cruising design. The longer keel provides more directional stability and importantly can more easily withstand a 6 knot grounding than a narrower, higher-aspect keel.

The unprotected spade rudder is more vulnerable to being damaged by groundings or hard impact with objects. There are several very successful cruising designs that have a longer, substantially supported keel (not a thin, high-aspect keel) and strong rudderstocks. Some examples of this type of design appropriate for offshore voyaging are Ni- without substantial structural damage agara 31, 35, 42, Outbound 44, 46, 52, • Loss of keels on ocean passages due to high loading in a very small area of the hull.

• Inability to track in a straight line if rudder is lost this makes it impossible to be towed or steered under jury rudder.

• Tendency to pound when sailing to windward.

• Inability to fore-reach or heave-to in BLUE WATER SAILING

storm conditions.

• Difficult to design a seaworthy dodger that will shelter helmsperson.

• It is possible to cruise on these type of boats as long as you understand the limitations.

7. Centerboard/Lifting Keel is a design that French yards have popularized with the ubiquitous Ovni series and now the popular Garcia and Allures series.

Jimmy Cornell’s new Garcia Exploration 45 is a very sturdy and exciting design with good sailing performance. Southerly Yachts in England have built many sturdy and attractive lifting keel designs.

Traditional centerboard designs by Bris- saildrives, unprotected spade rudders are tol including their 35.5 to 53.3 and the vulnerable to damage from groundings Tartan 37 are well-proven. or impact with objects at sea. However, if you’re not planning high-latitude pas8. Charter-oriented Catamarans are sagemaking and are cruising with kids in very popular for tropical cruising. Pri- the tropics, these boats are very comfortmarily designed and built for the char- able and stable. Examples include: Later trade, they sport many double cabins, goon, Leopard and Fountaine Pajot. maximum interior volume and unimpressive sailing performance, particu- 9. Cruising-oriented Catamarans not designed or built for the charter trade present an attractive alternative. Frequently storage, tankage, engine access and overall quality (and price) are higher than on charter boats. Examples include Antares (in a category of its own in terms of design, construction quality and customer service), Manta, Dolphin, Voyage/ Norseman, St. Francis, Island Spirit, Admiral and Chris White designs.

larly upwind, similar to or slower than a modern monohull of the same length.

Their low bridge deck clearance produces interesting noises upwind and their Volume 2 2021

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10. Performance Cruising Catamarans feature higher bridgedeck clearance (no kabooms from wave slap), substantially better sailing performance and better overall design and construction. At the more expensive high-performance end we find Outremer, Catana, Switch and the very expensive Gunboat, several of which utilize carbon fiber and composite panels instead of plywood for interior furniture and bulkheads.

gating and sleeping at 25 to 30 degrees angle of heel every time you are sailing to windward, something you will find fatiguing. A comfortable motion at sea is very important.

•A vessel with a short waterline and long, graceful overhangs will be slower and often tends to hobbyhorse or pitch when sailing to windward making upwind passages uncomfortable and difficult.

Another drawback is frequently a lack of directional stability when sailing downwind in a large following sea.

• Excessively broad sterns make for large cockpits and big interiors but can increase motion and decrease directional stability in a seaway or gusty winds.

NEGATIVE DESIGN FEATURES TO BE AVOIDED • Bowsprits longer than 24 inches often prove to be a liability when anchoring or maneuvering in close quarters.

• Low freeboard may indicate a design that will ship a lot of spray and water with the wind forward of the beam on ocean passages.

• Excessive freeboard may cause poor windward performance, difficulty boarding from a dock or dinghy and the tendency to “sail” back and forth at anchor.

• A small amount of weather helm as the wind increases is desirable, but an excessive amount that cannot be decreased by sail trim or rig tuning may mean that a boat will be difficult to steer by hand, windvane or autopilot.

• If the design is excessively tender, you’ll have to get used to living, cooking, navi-

KEELS Some keel designs are better suited to withstanding a hard grounding without damage.

• A longer keel with external lead ballast attached to a substantial stub that is an integral part of the hull absorbs groundings well. When external ballast is used, keel bolts attaching the keel to the hull must be accessible, the root of the keel (where it attaches to the hull) shouldn’t be narrow and keel loading must be spread out through a substantial grid or floor system.

Lead absorbs impact much better than cast iron and because it is a denser material, results in stiffer boat. Preventing corrosion on a cast iron keel is a near-constant maintenance issue.

• Another option is internal lead ballast that is lowered into the keel cavity and then fiberglassed into place. Internal lead BLUE WATER SAILING

ballast eliminates some potential problems with keel attachment, but check closely during survey for any voids or water penetration in the keel area between the ballast and fiberglass. Read Surveying Fiberglass Sailboats, by Henry Mustin for more details. Cast iron or mixtures of iron and cement are less desirable internal ballast materials, resulting in a boat that heels more quickly and has less room for tankage above the keel.

• Centerboards and lifting keels are an option if your plans include more coastal cruising than ocean voyaging, but the increased complexity and lowered stability are slight drawbacks for windward performance and ease of maintenance.

• High aspect fin keels (deep draft but narrow fore and aft) are best suited for racing boats. Running aground can result in loss of the keel or damage to the area where the trailing edge of the keel meets the hull and can cause leaks around the keel bolts.

• Wing keels reduce draft, but the tradeoff is that with a shape similar to some types of anchors, it can prove very difficult to get the boat off following a grounding without damaging the keel. The loading on the keel when attempting to kedge or be towed off is enormous because of the extra surface area of the wings.

COCKPITS AND STERNS Nigel Calder makes a clear argument as to why he prefers aft cockpit design. I can make a reasonable argument for either design, but personally prefer a center cockpit in boats over 40’-42’ as long as the cockpit isn’t unduly high off the water. Some of Volume 2 2021

the advantages I appreciate with center cockpits include more privacy in the aft cabin, much better engine access and less danger of the cockpit being filled from breaking following seas. Some designers try to maximize interior height in the aft cabin and engine room, resulting in a high cockpit sole with minimal cockpit seatbacks.

Steering Position: The location of the steering position is also important. If the wheel is mounted at the far aft end of the cockpit, it is difficult to protect the helmsperson with a cockpit dodger.

Transom: The ideal stern for a cruising boat includes a built-in swim step on a slightly reversed transom stern. This not only makes getting in and out of the water and dinghy easy, but allows easy access when moored stern-to a dock or wall, common in less-developed cruising areas. Double-enders may look salty, but the loss of valuable, hard-to-replace lazarette storage space and buoyancy aft must be taken into consideration. Frequently double-enders have a tendency to “squat” in the stern and hobbyhorse sailing to windward when loaded with cruising gear. Valiants are the exception to this because their beam is carried well aft with little overhang.

CRUISING RIGS • Sloop rig is the simplest choice and what the majority of long-distance cruisers are choosing. Many yacht designers and cruisers are adding a removable inner 25

{ CRUISINGLIFE }

forestay on which a very simple, hank-on storm staysail can be set after furling the headsail.

• Cutter rigs work very well on vessels over 45’. On boats under 45’ they add clutter and complexity.

• Ketch rigs were popular before dependable roller furling. After sailing 70,000 miles and seven years on our ketch-rigged Hallberg-Rassy 42 we were delighted to have the cockpit and aft deck free of a mizzen mast when we changed to our current vessel, a sloop. Amel of France builds excellent cruising boats. Why they still offer only ketch rigs is a total mystery!

ENGINES AND ENGINEERING The ability to maintain at least six knots under power will get you in most passes and channels at the time of least current.

A rule of thumb is two horsepower per thousand pounds of displacement for a sufficiently powered cruising sailboat.

Purists may say that this is excessive, but in my experience it has been an advan-

tage to have sufficient power to deal with currents and the ability to motorsail to windward for short distances into steep chop when necessary.

Saildrives are a negative, but not quite a deal breaker. They are substantially more vulnerable to damage from floating debris and to corrosion from stray electrical current. For many servicing points, the boat must be hauled out of the water.

Points to Consider on an Engine: •How good is everyday access? Can the raw water pump be removed without dismantling the engine or engine mount?

How easy is it to make hourly visual inspections when the engine is running?

• Can the engine be removed if necessary for rebuilding or replacement without having to destroy the cockpit or companionway?

• Is there a working engine hour meter and logbook showing maintenance history?

• What is the range under power? From my experience, you should have a very minimum of 600-to-800 mile range under power for long distance cruising where fuel may not be available for months at a time is only marginal.

Ideally the boat you are considering will have a common make of engine that will be easy to find parts and service for in

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less-developed cruising areas.

• Best manufactures for worldwide parts availability are Volvo, Caterpillar, and Cummins.

• Next best: Yanmar, Perkins, • Most difficult to obtain parts for are Westerbeke, Beta, Universal, BMW, Isuzu, Mercedes, Pisces, Sole, Pathfinder and Bukh.

and was powered with a 62-hp engine, which proved very adequate in areas like Patagonia, Antarctica and Alaska where conditions dictated powering for weeks at a time, encountering strong currents and tidal rips and fierce katabatic winds daily.

Our present 48’, 38,000-lb boat has a 95hp. engine, which provides an 8.3 knot top speed, and a 1,500 mile range at more economical 6 knots. I have supplemented standard fuel tankage with jerry jugs stowed in cockpit lockers (but not on deck) with each of these boats. BWS

When I bought my Hallberg-Rassy 31, I thought the 25-hp diesel engine was overkill for a displacement of only 9,500 lbs, but the top speed of 7.2 knots, cruising speed of 6.5 knots and maximum range under power at John Neal runs Mahina Expeditions and has 5 knots of 1,200 proved useful. trained hundreds of cruising in the art and My 42’ ketch displaced 25,000 pounds science of voyaging under sail.

Volume 2 2021

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{ SAILTIPS }

SAILS FOR OFFSHORE SAILING SO, YOU HAVE DECIDED TO GO BLUEwater sailing. That itch finally has to be scratched. It’s time to get your boat ready.

There is a lot to do especially when it comes to your sail inventory. The sails that you used for harbor hopping around the bay on weekends will probably not cut it when far from land when a sudden squall rolls through at two in the morning.

With that in mind, let’s take look at sail engineering for offshore sails.

Weight, strength and durability mark the essential ingredients in well-made offshore cruising sails

by Brian Hancock

you pay for. You need to have three goals in mind; weight, strength and stretch resistance, and durability.

Weight is important, especially weight aloft. Unnecessary weight aloft adds to the heeling and pitching motion of the boat, which over time contributes to crew fatigue. Think of sailing to windward with a sack of potatoes tied to the masthead. It can’t be good. Lighter sails are much easier to handle and much easier to set and trim.

First of all, it’s going to cost some money They also don’t take up as much space but that investment in fabric and engineer- below when stowed. ing up front pays huge dividends down the road. It really is a case of you get what Strength and stretch resistance is also of 28

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utmost importance. Even though you are cruising and time is not really a factor, show me one sailor that does not try and eek out a little extra performance from his boat and he or she will be the first one I have ever met. Even cruisers want performance, and you can get that by choosing not only the correct fabric, but also the correct engineering.

Let’s take a Dacron sail for example. The high load in a sail is up the leech and along the foot. In the body and luff area the loads are greatly diminished, however the sail designer has to engineer the sail for the leech and foot loads meaning that there is a lot of overkill in the rest of the sail. The workaround is this. A light base fabric throughout the sail with a second ply added in the high load areas. It’s takes more labor and uses more fabric, but the result is a much better engineered sail.

Laminates are different. They are generally used to build radial sails, and this panel configuration allows the sail designer to

place a heavier fabric up the leech and along the foot and a lighter fabric in the body of the sail. Membranes are an entirely different subject and we will get to them.

Durability is key for any sailor heading on a long offshore passage. While it’s possible to repair sails at sea, it’s not easy and probably not something that you want to be doing. There are a few things to consider.

Chafe is your enemy and there is plenty of chafe on any offshore passage especially when the sails are eased. Start by adding spreader patches. On the mainsail add spreader patches not only where the main rubs against the spreaders at full hoist, but also where it rubs when the sail is reefed.

On your headsail there may be chafe where the foot of the sail rubs against the lifeline when the sail is eased out. You will also need to add spreader patches to all overlapping headsails. Sail your boat on all points of sail and note (or mark if you can) where the fabric is rubbing up against some part of the rigging. If you use stickyback Dacron (applied to a clean, dry

{ SAILTIPS }

Consider adding a second leech and foot tape. They really do give the sail that extra grunt that you need especially when you need it.

An overhead leechline on the main is a worthwhile investment. A fluttering leech can very quickly ruin the fabric but without an overhead leechline it’s a challenge to tighten sail) you won’t have to sew it down. the leechline to stop the flutter. An overhead leechline allows you to adjust it In terms of engineering, extra large corner at the tack of the sail at the relative secureinforcement patches are a must. They rity of the mast. distribute the immediate corner load out into the body of the sail. There will be We can’t leave this subject without taking times when you have sails up in winds a look at membranes. What once used to in excess of their designed wind range, be the sole purview of the racing sailor, that’s just part of sailing offshore where is now becoming increasingly common the wind can change without warning. among cruisers. The cost of membrane Large reinforcement patches will go a long sails has come down and the performance way toward preserving the fabric and by and durability has gone up. The way that a extension, the shape of the sail. membrane sail is engineered is so precise that the strength and stretch resistance far exceeds that of even the best laminates.

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The individual yarns are laid precisely along the anticipated load paths for the greatest efficiency. The individual yarns can be different using the more high tech (read more expensive) yarns in the high load areas and a less expensive, less exotic yarn in the body of the sail. This helps keep the cost of the sail down. These yarns can be encapsulated between different types of taffetas to add overall durability.

just by how long it simply holds together.

With all of this considered you need to make the best decision based upon your budget and long term sailing goals. And one last thing to consider. Try and keep your sail plan as simple as possible. Work with your sailmaker to come up with an inventory and layout that allows you to change gears easily as the wind fluctuates.

BWS

Brian Hancock is a veteran offshore sailor Membrane sails hit all the buttons for and racer and is the principal sail designer at good offshore sails. They are light and easy Great Circle Sailing. He is based in Marbleto set and trim, their strength and stretch head, MA. resistance is off the charts, the taffetas can be rugged and if you combine these factors with plenty of chafe resistance you will end up with great sails for an offshore voyage.

Remember, you need to measure the life of a sail by how long it holds its shape, and not Volume 2, 2021

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{ BLUEWATERBOATS }

Hylas 57

by George Day

IT WAS A FINE, WARM MARCH AFternoon earlier this year when I had a chance to visit with Peggy Huang and David Crafa aboard the brand new Hylas 57 near Ft. Lauderdale, Florida. Peggy and her brother Andy run the family boat building business Queen Long, in Taiwan, where Hylas yachts have been built from the inception of the brand. David is a businessman, a Hylas owner and the lucky guy who got Peggy to say “yes.” The new 57, designed by Bill Dixon, is a collaboration of the three as they set the stage for the next generation of Hylas cruising boats.

towers above almost all the others in the marina. From the quay, the new 57-footer looked even larger and I wouldn’t have been surprised if Peggy let slip that it was really 62 feet long. But the look of largeness is not from length but from the 17-feeet of beam, the broad transom, the vast hybrid cockpit with a hardtop over it and the sexy low profile cabintop bordered by wide side decks.

Stepping aboard, the afterdeck seemed really spacious and has two small seats in the corners of the stern rails. The twin helms, which drive the design’s twin rudders, are The 57 wasn’t hard to find in Harbour at deck level and quite far outboard so you Town Marina in Dania since it’s mast have great visibility forward and of both 32

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the mainsail and jib. The binnacles for both helms are identical command and control centers with duplicate instruments and controls for the engine, thrusters, anchor windlass and sails. You can operate the whole boat from these control centers, including sail reefing, trim and furling, which makes it possible for a lone watchkeeper to handle the 57 by herself.

have been a large canvas bimini. By making it permanent, Hylas was able to use it for the mainsheet so that the cockpit is unobstructed. The mainsheet runs to a winch on the cabintop to the port side of the companionway.

The 57’s rig is tall and powerful, with an in-mast furling mainsail and a Solent-style head sail system, which couples a selftacking jib on a inner fore stay and a 135% genoa on the forward head stay. The bow sprit doubles as an anchor bow roller and a spot to tack down a large down wind sail such as a reacher or asymmetrical spinnaker. Deck stowage for sails, fenders, docking lines and water toys are in the large lazarettes under the after deck.

The reason they have branded the cockpit as a hybrid is because it is really two cockpits in one. The sailing cockpit is at the two helms while the lounging, eating and socializing cockpit is down a step and protected by the windshield and the high coamings. With a dodger in place, your family or guests will be very protected from the elements and safe. The hardtop, which covers the forward cockpit, is a LIVING ABOARD unique addition that replaces what might The Hylas brand has been synonymous

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with blue water sailing since the company was founded. The boats compete in a market that includes Oyster, Discovery and a few other center cockpit, raised deck saloon luxury offshore cruisers and the latest design is a very attractive addition to the category. This is a boat that a couple or a family could live aboard and happily cruise the world.

The standard layout plan has the huge master suite aft, a comfortable double cabin in the fore peak and a smaller cabin with upper and lower bunk bed just aft of the forward cabin. This is a layout that was made very popular by the Hylas 54.

port. The nav station with its large chart table is down two steps to port and is the boat’s command center, with ample room for the electrical panel, marine electronics, radios, satcom equipment, charts and cruising guides.

The galley is in the passageway that leads aft to the master suite and is a true and well fitted out sea-going galley, complete with modern kitchen appliances and plenty of counter space for preparing gourmet meals. At sea, this inline galley always provides a place to brace a hip or a knee so you can use both hands to slice and dice.

Descending from the cockpit into the sa- The master stateroom has a centerline loon, you have a large dinette and folding double berth that is larger than most. table to starboard and a bench settee to There are reading chairs built into the 34

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Hylas 57 Specifications

cabinetry on both sides of the berth and side tables with reading lights on both sides. There are two big hanging lockers and plenty of drawer and other storage space. You certainly could stow a full yearround set of clothing quite easily. The ensuite head is huge and has a shower with an attractive glass door.

LOA 59’6” Lod 56’10” LWL 52’11: Deep draft 8’2” Shoal draft 6’5” Displacement 57,685 lbs.

Water 260 gals Fuel 286 gals Working sail area 1,636 sq. ft.

Engine 150-hp Volvo diesel Designer Bill Dixon Website www.hylasyachts.com

The main guest cabin forward has a center line double and plenty of hanging and drawer space for your friends and family to really feel at home. The second guest cabin has upper and lower bunks and a large hanging locker. Both cabins share the forward head and separate shower stall.

the light wood bulkheads and pale fabrics on the cushions, the interior is warm, modern and spacious. Everyone sailing aboard can have a good private space to retreat to and the large saloon and cockpit offer social spaces where eight or more folks can get together for meals and sundowners.

The 57 has six large, rectangular fixed ports in each side of the hull, plus the wrap around windows of the raise deck saloon, so the interior spaces are infused with natural light. In combination with

All together the new Hylas 57 is a winning new model for the company and one that promises to take her owners all about the world in safety, comfort and luxury. For more information click here. BWS

{ BOATPREVIEW }

Annual Boat Show Preview 17 New Cruising Designs for 2022 During the pandemic, sailboat builders have been hard at work building their lines and developing new designs to meet the unusual demands of this age of Covid-19. Lots of people decided in the last two years it was time to buy a boat. Here’s a look at 17 new boats that caught our attention.

BALANCE 482 Phil Berman of the Multihull Company and his co-designer Antoine du Toit have done it again, they have introduced a couple’s sized cruising cat that offers all the performance of the large Balance cats combined with the cruising comforts modern families need. Balance is the theme. The boat has cored hulls and deck, fine hulls, optional daggerboards and a powerful rig for performance. Plus, it has elegant and comfortable accommodations. This is a couple’s go anywhere blue water, performance cruiser. Click here for more information.

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BAVARIA C38 The new C38 from Bavaria offers a huge mid-range cruiser from Cosseti Design and the Bavaria Team. With a lot of beam carried aft, hard chines and full sections forward, the C38 has tons of volume inside for living space. It comes with a two or three cabin version. But the C38 is also a mean sailing machine that will please even the most competitive cruisers. Plus, the C38 offers great value. Click here for more information.

BENETAU OCEANIS 34.1 The latest addition to the Oceanis line is the interesting O 34.1. This little sloop packs a lot of qualities and value in a modest package. Note the full length chines that provide added stability and increased interior volume. Three keel options are available, deep, shoal and folding for shallow water exploring. The rig has swept-back spreaders and no backstay, to the stern and cockpit are unobstructed. Below, the 34.1 has ample accommodations and storage for extended cruising. This is a nifty little cruiser. Click here for more information.

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{ BOATPREVIEW }

BENETEAU OCEANIS YACHT 54 A true, modern performance cruiser, the Beneteau Oceanis Yacht 54 combines a hightech hull and rig with all the amenities and creature comforts we have come to expect from the Oceanis Yacht line. The plumb bow, square folding stern and long waterline add up to a lot of speed under sail and power. The large cockpit with the arch over it creates a space where you can sail and lounge at the same time. While the new 54 has all of the DNA of the Oceanis line, it pushes the performance threshold to a new limit. Click here for more information.

BLUEWATER 56 Bluewater is a new brand in the U.S. sailing market, founded by an experienced team, and it’s first offering is a true blue water cruising boat designed by German Frers. A center cockpit, raised deck saloon design, the 56 is a classic family cruiser. The roller furling sloop rig will be easy to control from the cockpit and the long water line will give it high average speeds. Below, the 56 has a master stateroom aft and two guest cabins forward. And it is finished in true yacht style by Xiamen Hansheng Yacht Building in China. Click here for more information.

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DUFOUR 470 The new Dufour 470 may be the closest thing to a Swiss Army Knife of a cruising boat as you can get because it comes with so many unique options. The 470 is offered in three versions, Easy for those who want simplicity, Ocean for those who want to sail offshore and Performance for sailors who want to race. In each, there are four layouts possible for crews of six, eight and even 10. The Dufour fit and finish is modern and stylish while the 470’s sailing performance will excite even the most finicky sailors.

Click here for more information.

ELAN GT6 The 50-foot Elan GT6, designed by Rob Humphries, was conceived as a cruising boat for couples and small crews who want to undertake medium range cruises. It is a very stylish looking sloop with a big mainsail, 100% jib and a large reacher or asymmetrical spinnaker. It comes in either a two cabin, two head version or a three cabin, two head version. The interior is wide open and full of natural light so it feels larger than it’s 50 feet. Not well known in North America, Elan has a new U.S. dealer and should be high on any cruiser’s list of new boats to consider. Click here for more information.

Volume 2, 2021

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{ BOATPREVIEW }

FOUNTAINE PAJOT SAMANA 59 FP’s new flagship is distinctive in many ways, not the least being the huge flying bridge that has the helm and sail controls at its forward end and a full lounge complete with mini galley aft. In good weather, the whole family will spend a lot of time up here.

But there are other areas for relaxing, such as the forward cockpit, the after cockpit, the huge saloon and the amazingly large sleeping cabins. For a family that wants a lot of space in a yacht that is a world cruiser, the FP Samana 59 has it all. Click here for more information.

HALLBERG RASSY 400 Year after year for tthree generations, Hallberg Rassy has evolved their basic concept of building true offshore bluewater-capable cruising boats that are meant to stand up to everything the seas have to offer. The new 400 is the latest iteration of that concept.

It is a Frers design with an aft cockpit, twin wheels and rudders and a powerful but sensible sloop rig, with a self-tacking headsail as an option. It comes in either a two or three cabin layout and is finished below decks with the Swedish care you’d expect from this premium builder. Click for more information here.

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HANSE 460 For many cruising couples, 45 feet or so is the sweet spot for a live-aboard, ocean capable cruising boat, so the new Hanse 460 is staking out a deserved claim to be the new standard by which this sweet spot will be judged. The design is thoroughly modern, with a voluminous hull that has soft chines running its full length. The standard layout has a master suite forward, twin quarter cabins aft and a large saloon with a full dinette and in-line galley. Of course, there are a good number of layout options so new owners can configure the 460 to their family’s needs. The master suite forward is the best we’ve seen in many a year. Click here for more information.

HH 44 The HH brand has become synonymous with luxury performance cruising catamarans built to a very high-tech level. Now HH is adding a new wrinkle, a high tech cat that is also super energy efficient and designed to be sailed by a couple or family. The HH 44 is billed as “the future” since it was designed from the ground up to have hybrid propulsion systems that combine the reliability of diesel engines with the energy efficiency of battery powered electric engines. Add this to the carbon hulls, the powerful rig and the foil-like daggerboards and you have something special and unique. Click here for more information.

Volume 2, 2021

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{ BOATPREVIEW }

J/BOATS J45 The new J/45 coming out in 2022 is the first new offshore cruising boat J/Boats has launched in years but it is worth the wait. The 45 combines the sailing performance J is known for with the offshore qualities that made the J/40, J/44, the J/60 and many other offshore J/boats such standouts in the cruising fleet. Built by J/Composites in France, the new boat is built using the SCRIMP method, resulting in a light but massively strong hull worthy of world cruising. The fit and finish promises to be world class. Click here for more information.

JEANNEAU SUN ODYSSEY 380 This new Marc Lombard design joins the latest generation of SOs and offers a huge amount of space in a package that is also a stellar sailing performer. With twin rudders, a broad beam, very flat sections aft, full-length chines and full bow sections, the 380 is right at the leading edge of modern cruising boat design. Plus, it has ample accommodations for a family leading the cruising life. The 380 has the walk-arounddeck found on her sisters that took the world by storm a few years ago. Click here for more information.

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JEANNEAU YACHT 60 Few boats can claim to be all things for all people, but the new Jeanneau Yachts 60 comes mighty close. The Philippe Briand and Andrew Wunch design comes with 19 optional interior layouts and a slew of gear, equipment and rigging options. Make a detailed list of what you need in a cruising boat and the new 60 can probably accommodate you. Like all of the boats in the Yacht series, the 60 will have a fine, modern finish and well-thought out and proven systems. Whether you are summer coastal crusing or heading out for parts unknown, the new 60 can take you there is style.

Click here for more information.

NEEL 43 Following the success of the NEEL 47 two years ago, the French builder is introducing a little sister in the form of a 43-foot cruising trimaran. But the 43 is not so little since it has two large cabins at deck level and three more small cabins in the bows of the three hulls. There are two large dining tables, one inside and one in the cockpit and the raised helm has a three-person bench seat. The 43 promises to be fast and fun to sail and a great platform for family cruising. Click here for more information.

Volume 2, 2021

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OYSTER 495 With the introduction of the Rob Humphries-designed 495, Oyster is going back to its roots in a couple’s cruising boat designed to explore the world in comfort, safety and style. This is a family cruiser with a large center cockpit, a simple-to-sail rig and boat handling systems that make solo watch keeping easy. The signature aft master cabin is huge for a boat of this size and has three large ports on both sides that fill the cabin with natural light. If you are headed to the blue water or world cruising, the Oyster 495 will take you there. Click here for more information.

X YACHTS 56 The new 56-foot racer-cruiser from X- Yachts in Denmark is a stylish and high performing sloop that will make ardent sailors grin with pleasure. The hull is infused epoxy and cooked in an autoclave for 24 hours, making it the lightest and stiffest hull a production builder can produce. The rig is powerful, but easily handled by a couple from the cockpit where all control lines lead. Down below, the fit and finish is Scandinavian-modern and very pleasing to the eye. Sleek, fast and handy, the new 56 is a true sailor’s cruising boat. Click here for more information.

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