- Mainsail
- Genoa
- Selftacking jib
- Gennaker (optional)
- Spinnaker (optional)
Beyond building your boat, Outremer brings your dreams to life by being by your side at every stage of your project. To always better support you, we have created Outremer Services. This structure, integrated within Grand Large Services is able to meet all your needs, from the start of your project to the resale of your catamaran.
Seminars on the theme of blue-water cruising, training on land and at sea, charter, concierge services, refit, a network of approved partners around the world, OCM ™ e-maintenance and lastly brokerage. We offer complete and personalized support according to best fit your needs.
Impatient, not sure you can invest in a new catamaran or simply curious? See our latest second-hand boats on offer. Please note that the demand is high, don’t wait to contact us.
SHORT TERM CHARTER WITH SKIPPER
From the legendary Outremer 45 to the acclaimed Outremer 55, not to forget the 51 and the 4X, you will find a wide range of Outremer catamarans to charter, depending on your model of interest.
Home » Blog » Bluewater sailboats » The best bluewater sailboats (we analyzed 2,000 boats to find out)
By Author Fiona McGlynn
Posted on Last updated: May 16, 2023
We analyzed two-thousand bluewater sailboats to bring you a list of proven offshore designs
What are the best bluewater sailboats?
This was a question we asked a lot of experienced cruisers when we decided to sail across the Pacific. We needed a boat after all, and we wanted to buy the best bluewater sailboat we could afford.
We heard a lot of strong opinions.
Some sailors thought it was reckless to go offshore in any boat that didn’t have a full keel.
Others prioritized performance, and wouldn’t dream of going anywhere in a slow boat like the Westsail 32 (a.k.a. a “Wet Snail 32”).
Opinions like these left us feeling confused like we had to choose between safety and performance.
If we learned anything from these conversations, it’s that what makes a bluewater boat is a hotly debated topic!
However, there’s a way to cut through all the opinions and get to the bottom of it. The solution is….
We analyzed just under 2,000 boats embarking on ocean crossings (over a 12 year time period) and came up with a list of the ten best bluewater sailboats.
The data for our best bluewater sailboats list comes from 12 years of entries in the Pacific Puddle Jump (PPJ), an annual cross-Pacific rally. We took part in 2017 and had a ball!
You can read about the methodology we used to analyze this data at the bottom of the post.
We know, that word is overused on the internet!
Simply, based on our data set, these were the most common makes and models entered in the PPJ cross-Pacific rally. There were at least 10 PPJ rally entries for every make of boat on our top 10 list.
No! A bluewater boat isn’t necessarily a seaworthy boat. Almost every cruiser we know made substantial repairs and additions to get their offshore boat ready, adding watermakers , life rafts, solar panels, and more.
Also, you should always have a boat inspected by a professional and accredited marine surveyor before buying it or taking it offshore.
There are hundreds of excellent bluewater yachts that are not on this list. For instance, we sailed across the Pacific in a Dufour 35, which didn’t even come close to making our top 10 list.
Choosing the right boat is very much an individual journey.
We recognize that a top 10 list won’t get you very far if you’re shopping for a bluewater boat (especially if you’re looking in the used market).
So, to help you find your perfect boat, we’re going to create a big list of bluewater boats that you can use to refine your search on Yachtworld, Craigslist, or any other places to buy a used boat .
Sign up for our newsletter to get our big list of bluewater boats list as soon as it comes out.
We’re also working on a series of posts by size class. For example, if you’re looking for a smaller boat, you can narrow it down to the best bluewater sailboats under 40 feet .
There were no big surprises on an individual boat level. All of these makes are considered good cruisers, some of them are even best-selling designs! However, there were a few things that caught our eye.
We were thrilled to see the smallest boat in our roundup at the very top of the list! Westsail 32 owners can take pride in their small but mighty yachts (and ignore all those snail-sayers).
While undoubtedly there’s been a trend towards bigger bluewater cruisers in recent years, small cruising sailboats seem to be holding their own. 60% of the monohulls on this list were under 40 feet (if you count the Valiant 40 which sneaks just under at 39.92 feet).
So, we knew catamarans were a thing, but we didn’t fully appreciate HOW popular they’d become!
50% of our top 10 bluewater boat list consists of catamarans—a good fact to toss out the next time you’re trying to garner a happy hour invite on the party boat next door (which will undoubtedly be a catamaran).
We’ve got good news for all you good old boat lovers! 60% of the boats on our list were first built before 2000.
While these older models are less performance-oriented than modern designs, cruisers value these boats for their ability to stand up to rough seas and heavy weather. It just goes to show that solid bones and classic looks never go out of style.
Alright, without further ado, let’s dive into our list of the 10 best bluewater boats!
The Westsail 32 is one of the most iconic bluewater cruisers and 19 have set out to cross the Pacific in the PPJ rally since 2009.
In 1973, this small cruising sailboat garnered a 4-page spread in Time magazine. The article inspired many Americans to set sail and the Westsail 32, with its double-ender design, set the standard for what a real bluewater cruiser should look like.
There were approximately 830 built between 1971 and 1980.
This small boat has taken sailors on ocean crossings and circumnavigations. Though considered “slow” by some, the heavily-built Westsail 32 has developed a loyal following for her other excellent offshore cruising characteristics.
If you’re interested in small bluewater sailboats, check out our post on the best small sailboats for sailing around the world .
LOA | 32.00 ft / 9.75 m |
First built | 1971 |
Builder | Westsail (USA) |
Designer | W. Crealock / W. Atkin |
Hull type | Long keel, trans. hung rudder |
Rig type | Cutter |
Displacement | 19,500 lb / 8,845 kg |
The Lagoon 380 is a reliable, solidly built catamaran and considered roomy for its size. We counted 18 of them in our data set. With over 800 boats built , it may be one of the best-selling catamarans in the world. Like the other boats on this list, the Lagoon 380 has proven itself on long passages and ocean crossings, winning it many loyal fans.
LOA | 37.89 ft / 11.55 m |
First built | 2000 |
Builder | Jeanneau (FRA) |
Designer | V. Peteghem / L. Prévost |
type | Cat. twin keel |
Rig type | Fractional sloop |
Displacement | 16,005 lb / 7,260 kg |
More specifications |
18 Lagoon 440s have set out to cross the Pacific in the PPJ rally since 2009.
Why leave the comforts of home, when you can take them with you? The Lagoon 440 is a luxurious long-range cruiser, offering beautiful wood joinery, spacious accommodations, and a deluxe galley. Oh, and you have the option of an electric boat motor !
SAIL and Sailing Magazine have both done in-depth reviews of the Lagoon 440 if you want to learn more.
LOA | 44.65 ft / 13.61 m |
First built | 2004 |
Builder | Lagoon (FRA) |
Designer | V. Peteghem / L. Prévost |
Hull type | Cat. twin keel |
Rig type | Fractional sloop |
Displacement | 26,786 lb / 12,150 kg |
If you follow the adventures of SV Delos on YouTube, you probably know that the star of the show (SV Delos— in case the title didn’t give it away ) is an Amel Super Maramu. These classic bluewater sailboats can be found all over the world, proof they can go the distance.
We counted 16 Amel Super Maramus and Super Maramu 2000s in our list of PPJ entries.
Ready to join the cult of Amel? Read more about the iconic brand in Yachting World.
LOA | 52.49 ft / 16.00 m |
First built | 1989 |
Builder | Amel (FRA) |
Designer | H. Amel / J. Carteau |
Hull type | Wing keel |
Rig type | Masthead ketch |
Displacement | 35,274 lb / 16,000 kg |
When I interviewed legendary yacht designer, Bob Perry, for Good Old Boat in 2019, he told me that the Valiant 40 was one of the boats that most defined him and marked the real start of his career.
At the time, heavy displacement cruisers were considered sluggish and slow, especially in light winds.
Perry’s innovation with the Valiant 40 was to combine a classic double ender above the waterline, with an IOR racing hull shape below the waterline. The result was the first “performance cruiser”, a blockbuster hit, with over 200 boats built in the 1970s.
It’s no surprise we counted 16 Valiant 40s in our data set.
Cruising World magazine dubbed it “a fast, comfortable, and safe cruising yacht,” and there’s no doubt it’s covered some serious nautical miles.
It’s worth noting that there were blistering problems with hull numbers 120-249 (boats built between 1976 and 1981). Later models did not have this problem. Despite the blistering issues, the Valiant 40 remains one of the most highly thought of bluewater designs.
LOA | 39.92 ft / 12.17 m |
First built | 1973 |
Builder | Uniflite/Valiant (USA) |
Designer | R. Perry |
Hull type | Fin keel, rudder on skeg |
Rig type | Cutter |
Displacement | 23,520 lb / 10,668 kg |
The Tayana 37 is another hugely popular Perry design. The first boat rolled off the production line in 1976 and since then, nearly 600 boats have been built. Beautiful classic lines and a proven track record have won the Tayana 37 a devoted following of offshore enthusiasts.
12 Tayana 37s have set out to cross the Pacific in the PPJ rally since 2009. Read more about the Tayana 37 in this Practical Sailor review .
LOA | 36.67 ft / 11.18 m |
First built | 1976 |
Builder | Ta Yang (TWN) |
Designer | R. Perry |
Hull type | Long keel |
Rig type | Cutter |
Displacement | 22,500 lb / 10,206 kg |
If this list is starting to sound like a paid advertisement, I swear we’re not on Lagoon’s payroll! This is the third Lagoon on our list, but the data doesn’t lie. Lagoon is making some of the best cruising sailboats.
The 450 has been a hot seller for Lagoon, with over 800 built since its launch in 2014. While not a performance cat, the Lagoon 450 travels at a reasonable speed and is brimming with luxury amenities.
At least 12 owners in the PPJ rally chose the Lagoon 450 to take them across the Pacific. It’s no wonder SAIL had so many good things to say about it.
LOA | 45.80 ft / 13.96 m |
First built | 2014 |
Builder | Lagoon (FRA) |
Designer | V. Peteghem / L. Prévost |
Hull type | Cat. twin keel |
Rig type | Fractional sloop |
Displacement | 33,075 lb / 15,003 kg |
There were 11 Fountaine Pajot Bahia 46s in our data set.
Fountaine Pajot released the Bahia 46 in 1997, a sleek design for traveling long distances. Its generously-sized water and fuel tanks along with ample storage for cruising gear are a real plus for the self-sufficient sailor.
According to Cruising World , “Cruising-cat aficionados should put the Bahia 46 on their “must-see” list.”
LOA | 46.10 ft / 14.05 m |
First built | 1997 |
Builder | Fountaine Pajot (FRA) |
Designer | Joubert-Nivelt |
Hull type | Cat. twin keel |
Rig type | Fractional sloop |
Displacement | 21,385 lb / 9,700 kg |
See |
10 Catalina 42s (MKI and MKII) have set out to cross the Pacific in the PPJ rally since 2009.
The Catalina 42 was designed under the guidance of the legendary yacht designer and Catalina’s chief engineer, Gerry Douglas.
One of Catalina’s philosophies is to offer “as much boat for the money as possible,” and the Catalina 42 is no exception. According to Practical Sailor , Catalina aims to price its boats 15% to 20% below major production boats like Hunter and Beneteau.
Practical Sailor has a great in-depth review of the Catalina 42 .
LOA | 41.86 ft / 12.76 m |
First built | 1989 |
Builder | Catalina (USA) |
Designer | Catalina |
Hull type | Fin keel, spade rudder |
Rig type | Masthead sloop |
Displacement | 20,500 lb / 9,299 kg |
Since 2009, 10 Leopard 46s have embarked on Pacific crossings in the PPJ rally.
Leopards have won legions of fans for their high build quality, robust engineering, and excellent performance.
The Leopard 46 also boasts something of a racing pedigree. It was built in South Africa by Robertson and Caine and designed by Gino Morelli and Pete Melvin, who came up with the record-breaking catamaran Playstation / Cheyenne 125 .
Read more about the Leopard 46 in this Cruising World review .
LOA | 46.32 ft / 14.12 m |
First built | 2006 |
Builder | Robertson & Caine (RSA) |
Designer | Morelli & Melvin |
Hull type | Cat. twin keel |
Rig type | Fractional sloop |
Displacement | 24,206 lb / 10,980 kg |
What the data is and isn’t.
The PPJ data was a real boon because it reflects a wide range of cruising boats: small, big, old, new, expensive, and affordable. We think this may be because the PPJ is a very financially accessible rally—the standard entry cost is $125 or $100 if you’re under 35 (age or boat length!).
We did look at data from other (pricier) rallies but found that the results skewed towards more expensive boats.
Needless to say, the data we used is just a sample of the bluewater boats that crossed the Pacific over the last 10+ years. Many cruisers cross oceans without participating in a rally!
The data we used is a list of the PPJ entries, not necessarily the boats that completed the rally. In instances where we saw the same boat entered multiple years in a row, we assumed they’d postponed their crossing and deleted all but the latest entry to avoid double counting.
The world of boat building and naming can get pretty complicated. Sometimes a manufacturer changes a boat’s name a year or two into production, other times the name remains the same but the boat undergoes a dramatic update.
For the most part, we’ve used SailboatData.com’s classification system (if they list the boats separately, then we have also), except where there are two separately listed models that have the same LOA, beam, and displacement.
Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.
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Republished from Yachting World Expert skipper Nikki Henderson reveals what you really need to know before going bluewater catamaran cruising
It has become routine now for me to bookend the summer sailing season with a trip to the south of France for the biannual ‘Outremer Week’. This hugely popular event gathers 100-plus new Outremer catamaran owners for five days of training, both in the classroom and on the water, and three days of friendly racing. The goal is to educate future owners so they are as prepared as they possibly can be for their upcoming bluewater catamaran cruising plans.
It’s an intensive week of 12-hour days, with a lot of information to absorb. Unsurprisingly there are some discussions specific to bluewater catamaran cruising that come up repeatedly, and they apply to owners or prospective owners of all brands of a bluewater multihull. Here are some of the most common questions people ask me:
Every day after sailing a new catamaran owner will come up to me and say, “Nikki, I’d love to take up some of your time and rack your brains about sail selection .” To pitch my advice appropriately, I always ask some key questions about your catamaran cruising plans, and I’d encourage you to ask yourself the same.
Tradewind sailing will be predominantly downwind. So, focus your attention on downwind sails. A route involving more upwind requires more focus on headsails. Routes involving more upwind tend to be more coastal routes or schedules with strict timings that will reduce the option to wait for downwind weather windows. All bluewater sail plans will need storm options. Three reef points in the main is a must, or at the very least an extremely generous second reef. A storm headsail is another key component. Ideally, it should be possible to hoist the storm jib up over the top of your furled foresail. In very big conditions, reliance on the thin furling line gets quite nerve-racking.
How performance-orientated are you?
Performance catamarans are designed to sail angles downwind, ideally with an asymmetric spinnaker wardrobe. However, there is a cost to the incredible speeds that you can attain reaching on these boats: comfort. So, a key question is what is your attitude to speed versus comfort? Performance-focused sailors are typically racing sailors, sailors without kids, or sailors who are in good physical shape. If you fit this category, then I’d advise purchasing one heavy-weather flat-cut asymmetric sail that can withstand a squall up to 40 knots, and a rounder, lightweight sail that you can sail quite deeply in light to moderate conditions.
If you don’t have a taste or attention span for speed, then one heavy weather symmetric spinnaker (approximately up to 40 knots TWS) should be enough. This will allow you to sail a rhumbline course, and make night-time take-downs less of a worry because the kite will survive a squall. For upwind, if you will enjoy fine-tuning your boat to get that extra half a knot, your ideal option is a large genoa for drive in light to moderate conditions, and a small flat blade-shaped jib for heavier conditions – small enough that it does not need to be furled to an inch of its life to cope with a Force 6. If an inner forestay is an option, the latter could be a staysail which will keep the centre of effort low and reduce sideways drift. For anyone less performance orientated in their catamaran cruising, the key for upwind sailing is a strong, flat jib that is not too big. Mark three reef points on the foot with sail tape. Keep an eye on how much it stretches and don’t be surprised if you need to change it every few years to avoid losing 5-10° of height. Downwind the trade wind route logic applies: performance sailors should invest in asymmetric and non-performance sailors in symmetric spinnakers.
Who’s the crew?
At this point, the conversation often goes full circle. Sailors get enthusiastic about performance, and then remember that the kids will need home schooling, or that this is a retirement plan with potential health and fitness considerations. Most sail changes will require more than one person, and conditions at the bow can be bouncy. The crew also have to be able to sleep, cook, and live on the boat while it is thrown about. If you are short-handed, you could compromise for downwind sailing by choosing furling sails. A furling asymmetric such as a Code D can replace the ‘hoist and drop’ asymmetric. Or you can make the sock line on a symmetric long enough to route back to an electric winch. Upwind sailors could compromise by returning to a single jib and consider altering routing to sail slightly off the wind but faster; optimising for VMG. If you have a staysail, ensure it could be furled and therefore left rigged at sea – though make time to speak to the yacht designer about the impact on stability that having two heavy furled sails up continuously could have on the boat.
Do you care about motoring? Increasingly for many of us, awareness of climate change is a strong motivator to avoid using the engine. And will you be more focused on the destination or more interested in the journey? If you are keen to avoid motoring, and you are free of time constraints such as fixed crew changeovers or grumpy children who need to stop and swim, then I’d recommend you invest in a Code 0. A Code 0 can double or even triple the boat speed: in 6 knots of wind, an Outremer will sail at 2-3 knots with a jib, but 5-6 knots with a Code 0. It’s a great sail and worth the investment, but first work out if you will use it. They often have low wind limits – around 15 AWS – which upwind could be 10 knots TWS.
When do you reef a catamaran?
Many bluewater cruisers will reef down before dark every night. I’m not a huge fan of this as a rule; reefing should be straightforward enough to not be an intimidating manoeuvre in the dark. But all new catamaran owners who are planning to go bluewater cruising are concerned about knowing when to reef, especially if they come from monohull sailing, as a catamaran communicates whether it is overpowered or not in a much more subtle way. You want to conserve your equipment while sailing the boat effectively. So aim for the least amount of sail necessary to achieve your target speeds and angles. The best way to get to know this is to put reefs earlier or later each time and take note of whether it was beneficial or not. Over time you will know your boat very well.
Sailing favours guidelines over hard rules, but it’s good to have a starting point so here are some general ranges. For more cautious sailors or bigger sea states, use the more conservative side of the wind range: -Reef 1 in at 15-20 knots TWS -Reef 2 in at 20-25 knots TWS -Reef 3 in at 25-30 knots TWS Note that I am using true wind and not apparent. When sailing downwind it’s tempting to fly more sail because the apparent wind is so low. However, if you need to turn upwind – perhaps to reef – the 12 knots AWS in 20 knots TWS will quickly become closer to 25 knots AWS.
Reliance on numbers is great until the wind instruments stop working (it will happen at some point). Remember your RYA Competent Crew course and use the descriptions of the sea surface at various Beaufort Scale forces to identify how windy it is.
There are other telltale signs that the boat gives if she needs a reef. Although hulls don’t fly unless you are at the performance level of a Gunboat or similar, you may feel the windward hull just slightly lifting. This is a sign that a reef might be needed. Another is if the bows are diving down when you are sailing downwind. Heel angle can be most obviously sensed while lying down.
The main hindrance to learning when to reef – and when not – is a hesitation to perform the manoeuvre. If taking a reef feels arduous, people avoid it. I admit I can find myself in this camp: I have to remind myself that it’s a win/win, either it’s the right decision and the boat sails better, or it’s wrong and I’ve learnt from it.
The key to reefing is to practice. Taking a reef should be possible to do in under two minutes, especially if you have fast electric winches.
It’s handy to have the option to reef downwind, especially if you’re tradewind sailing. Fully battened mainsails struggle to come down so set up downhaul lines from each reef tack point. Run them through the reefing point on the sail and through the reefing points on each side of the mast so the sail is pulled down in line with the track. Watch out for chafe on the back of the main if reefing a lot downwind, and add spreader patches to your sail where applicable. Centring the traveller during the manoeuvre can help, but keep your eyes looking up and check nothing is getting caught.
Also practice solo reefing ; aside from the possibility of needing to reef alone, this also builds a big-picture understanding of the whole manoeuvre. It means reefs are put in faster because anyone can work anywhere.
The argument for both halves of a cruising partnership being competent on board has always been that if something happens to the skipper, their partner will know how to safely get to a port of refuge. However, most people assume that this will simply never happen to them, or they practise parking a couple of times, pick a fender out the water – then never think about it again. The difficulty with starting a bluewater sailing project with a large experience gap is that it tends to widen over time. Each day as leader will be a learning opportunity for the skipper. They will grow in competence and confidence. Meanwhile, the first mate’s skills will suffer. They will get used to following instructions, their confidence will decrease, and a habit of helplessness will develop. Then, when an emergency does occur, they’ll be in a worse position to take charge than when they started. It’s critical that couples approach buying a bluewater catamaran for cruising as a team exercise from day one – for both safety and enjoyment. Ideas on how to level up your partnership include:
A common view is that you pay more for less when you buy a performance catamaran: fewer creature comforts, less living space, fewer berths, bathrooms, and instead get narrow hulls and sparse design. So, is the big price tag worth the upgrade in performance? If you are lured by the comfort of a production catamaran, but plan to sail intensively around the world for the next five years, it might not actually be the most comfortable option. No dishwasher or air conditioning is going to make a boat feel safer in a storm. Conversely, why buy a performance catamaran if you plan to leave the boat at the dock for 10 months a year? Ask yourself if you have the skills to harness the performance of a faster catamaran? And if not, how prepared are you to invest time into learning how to use the boat to her full potential? A common justification for buying a performance catamaran is that it can outrun bad weather and therefore is safer. But you cannot take advantage of that option if you sail everywhere with three reefs in the main because you are nervous of the boat’s power. Similarly, the power of performance catamarans comes in part from how light they are. If you load the boat with extras – personal gear, kitchen appliances, heating, aircon – you will quickly reduce a lot of the speed and safety advantages you’re paying for.
A popular heavy weather strategy is avoidance: account for global weather patterns when planning your passages to ensure you sail during the more favourable months; invest in a good satellite connection to download accurate forecasts so you can see bad weather coming; use your boat speed to position yourself out of the predicted storm track; be flexible with departure windows and leave at an optimum time. However, do not misinterpret avoidance of heavy weather as a safety net. With weather systems becoming increasingly extreme and unpredictable (see page 38), this risk management strategy is becoming less and less dependable.
How long should you wait after buying a boat before heading out on your first bluewater passage? Whether you spend £100,000 or £1,000,000 on your boat, it’s likely to need some fine tuning. I’ve never heard of a new boat that was perfect. Some yards will cover the initial issues as part of the warranty, so staying close to the yard is a good idea within that period. Even if you don’t have a warranty, proximity to the yard can help you access parts, boat builders and people who understand how your boat has been constructed. The flip side is that you want to get going, and experience all the freedoms of your new yacht! Some serious bluewater sailing is also needed to test some of the systems. Give yourself two to six months before you head out on the first crossing. This is enough to test the boat out, but not so long that ‘passage-anxiety’ builds up and you never actually leave. Do not treat the first few months as a holiday. This is commissioning, and it is the last stage of the build. Test the boat as rigorously as you can before you leave the proximity of the yard. Complete a couple of substantial offshore passages of 48 hours or more to test the systems. Run everything, including the watermaker. Fly all the sails you own. Sail in fruity conditions relative to your ability (Force 6-8 as a guideline) to see how the boat (and you) cope.
Get some experienced people on board to bolster the crew for the early days. The ideal is to hire a professional coach, as this will make pushing the boat much safer and more fun for you. Do some training ; the MCA AEC four-day engine course is a really useful opportunity to explore the parts of the engine you are normally too nervous to. A safety at sea course is worth its weight in gold. Use this to put together a safety kit that you feel confident in and that is appropriate for your cruising plans. A basic maintenance course can also be helpful, ideally one that covers beginners’ sail repair, rigging, splicing, and electrics. Ask other sailors for a good tools and spares inventory list. On top of the standard parts that the equipment manuals recommend, current and previous owners of your boat model will have a plethora of advice.
Knowledge nurtures confidence, and confidence breeds positivity – which all contribute to a safe, and successful bluewater catamaran cruising experience. If in doubt, ask!
YACHTING WORLD // https://www.yachtingworld.com Yachting World has had its finger on the pulse of sailing since 1894 (though some of us joined a little more recently). We reckon we are the most enthusiastic sailing fans in the world: we love boats of all kinds, modern and classic, we like racing and cruising, are fascinated by innovation yet revere tradition, and nothing that floats is too big or too small for our tastes. Every day online and every month in print we bring you the very best in adventurous sailing, whether that be bluewater cruising, ocean racing, high latitudes exploring, or anything in between, and we pride ourselves on our independent tests, in-depth reports and top quality photo journalism.
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As former editor of Yachting World, David Glenn has plenty of experience of both monohull and multihull cruising. Here he weighs up the pros and cons
One hull, or two? Your choice will define your life afloat Credit: David Glenn
Through the binoculars I could see masts off Basil’s Bar on Mustique. Their lack of movement suggested a fine anchorage, sheltered from the tradewind-driven swell that builds up in the channel between Mustique and Bequia. It soon became apparent that most belonged to cats, immune from the rolling monohulls like ours would endure if we were to stop in this otherwise enticing bay.
More anchorages in a multi
Cats galore off the Soggy Dollar Bar, Jost van Dyke: too shallow for a fixed keel monohull of similar size
Stability is one of the truly great advantages of a cruising multihull. Not just at sea where the tiresome business of heeling is something that simply doesn’t – or shouldn’t – happen to any great extent, but at anchor too. It dramatically widens one’s choice of anchorages to include those affected by swell – not uncommon in the Caribbean, for instance, where a subtle change in wind direction can make a previously flat calm anchorage unbearable in a monohull. Its comparatively shoal draught widens the choice still further.
I grew up with monohulls, own one, and frankly wouldn’t consider a multihull for the sort of sailing I do. In northern European waters, marina berthing is a regular necessity and completely safe open anchorages are few and far between.
No rolling or heeling, 360° views and one-level living, as here on a Lagoon 52, appeal to many
But if I were to undertake some serious blue water cruising and I wanted family and friends genuinely to enjoy being afloat, particularly those less experienced, a multihull would have to be a consideration. I would have to put aside the question of aesthetics – let’s face it, they’re ugly beasts – and forego that unique and satisfying sensation of a yacht sailing well, because to date I have not experienced it in a cruising multihull. And that’s quite a sacrifice.
More space in a multi
My attitude changed after chartering catamarans in the Caribbean and Mediterranean. The need to accommodate two families comprising largely of teenage children made the choice of a multihull a no-brainer. In a 46-footer we could accommodate a party of 10 in comfort and the paraphernalia demanded by youth, like surfboards, windsurfers, kites and snorkelling kit, without feeling jammed in.
One-level living makes a big difference when sailing as a famly
The cavernous berths in the ends of the hulls, the wide saloon-cum-galley with its panoramic view and the inside/outside lifestyle made possible by the juxtaposition of the big aft deck and the same level saloon, got the entire crew onside instantly.
As an outside living space, with a trampoline at one end and a massive aft deck at the other, there is simply no comparison with a monohull of the same length. So space, linked to stability, makes for an experience that everyone, even the timid and novices, will find hard not to enjoy.
No speed difference
A multihull, like this Moorings 46, has abundant stowage on deck and below, but filling it all will slow her down
Load-carrying ability is a double-edged sword. On the up side there is room for a big crew and its kit, much more fresh water tankage than a monohull, eliminating the need for an expensive, temperamental watermaker, and finding space for a generator should be easy.
On the down side the temptation to overload will probably cancel out any perceived performance advantage. Multihulls can be relatively quick in the right offwind conditions, but if they are heavily laden – as they will be for blue water cruising – there really is no significant speed advantage.
The Gunboat 66 Phaedo 1 piles on the speed, but for blue water cruisers, comfort and stowage is more important than pace
Some new designs such as Gunboat and Outremer have concentrated on performance, but most clients aren’t overly concerned about outright speed and are happy to trade performance for the considerable comfort offered by brands like Lagoon, Broadblue, the Fontaine Pajot stable, Leopard, Catana, Privilege and others.
Mono sails better
Monohulls, like this Amel 55, sail better upwind, and her ballast keel adds displacement, which means comfort when it’s rough. Multihulls can develop an unpleasant motion in a big sea
Upwind, most cruising multihulls won’t point like a monohull with a deeper keel, and when it gets lumpy and fresh, the motion can become distinctly unpleasant. You have to keep a particularly careful eye on sail area too, but more of that in a moment.
In 2011 I was involved in a test of three cruising catamarans and among my fellow judges was multihull design legend Nigel Irens. He pointed out that catamaran buyers have voted for accommodation (which means weight) over performance, so the dilemma of mixing the two has largely disappeared. With it went the spectre of capsize because, relative to their displacement and beam, the modern cruising catamaran is under-canvassed. But that doesn’t mean that sailors can simply set sail and go in any weather.
‘Speed limits’ on a multi
On a multihull, it’s more important to know when to reef. Set speed limits and stick to them
Also on the panel was Brian Thompson, the lone Brit on board the 130ft French trimaran Banque Populaire V that sailed around the world in under 46 days. He told me that the tell-tale signs for knowing when to reef are far more subtle on a multihull. Apart from instinct, Brian suggested monitoring boat speed closely and having a speed limit to trigger reefing. It is easy to overlook a building breeze when bowling along downwind in a multihull, which is going faster and faster. ‘Keep your boat speed within safe limits you should not get into too much trouble,’ he said.
People often ask about anchoring a multihull, which is important as a multihull will spend a lot of time at anchor. Squeezing into a marina can be nigh on impossible, and expensive if you can get in. An essential piece of kit, which should be standard with a new boat, is a bridle that runs from either hull and keeps the anchor cable on the centreline. In many ways this is easier than anchoring a monohull as it prevents the ground tackle from fouling the hulls.
If you do get alongside a marina pontoon you will soon discover another modern cruising multihull issue: excessive freeboard. It’s worth investing in a portable ladder for those marina moments. Of more concern is MOB recovery. There are bathing platforms on both hulls of most new boats, but it’s not the place to be if a yacht is pitching in a heavy sea. So considerable thought needs to be applied to retrieving an MOB if the worst happens.
The recent and dramatic increase in numbers of multihulls going blue water cruising is certainly testament to their appealing ‘lifestyle’ attributes, but one must bear in mind that they are not a fix for all liveaboard cruising challenges. It’s just a different way of doing things. The elements remain the same and can inflict just as much punishment for the unwary on a multihull as they can on a monohull.
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BLUEWATER SAILING YACHTS QUALITY CRUISING SAILBOATS FROM THE WORLD’S TOP BUILDERS.
Specifying and building Outbound 56 BAREFOOT was a labour of love for her owners. They wanted to build the best quality and most practical cruising yacht that they could sail easily, as a couple, and that would carry them and their young children in safety and comfort, even to remote areas. The yacht is a very highly specified and much improved version of the well-known Hylas 56. Even after delivery the owner continued to improve and upgrade the yacht – including changing out the main engine. No cost has been spared to produce this wonderful yacht. With her hydraulic in-mast furling main, hydraulic furler to both of the headstays, electric furling gennaker, electric sheet winches - all controlled at the cockpit – she may be sailed single-handed (and has been). The interior provides a delightful aft “stateroom”, a double cabin forward and a versatile third cabin that may be used as a single or double and serves as a stowage area and workbench.
The Stephen Custom 50 was conceived by the renowned yacht designers Sparkman & Stephens who have designed and built some of the worlds leading cruising and racing sailboats. They did not miss the mark with this 1988 classy cruiser. This stable yacht is designed and optimized for long term cruising and is a true blue-water sailboat. A solid glass hull and full skeg make Brizo a smooth ride even in rough seaways and give assurance. Built at the Queen Long yard in Taiwan, a precursor to the fabled Hylas yachts, her build quality is unquestioned. The quality craftsmanship and fine joinery is apparent throughout the interior of this well-conceived design. A deck saloon and a three-cabin layout make this yacht perfect for cruising couples or families. If you are seeking a boat that can carry you far and wide with speed, safety, and comfort, Brizo is a must see.
Featured bluewater sailboat brands.
The premier collection of pre-owned Hylas bluewater sailing yachts that are currently available on the market. Collection Yacht brokers have sold more Hylas sailboats in the last decade than all other yacht brokerages combined.
View Hylas Collection
Oyster is one of the world’s top bluewater cruising sailboat brands. Built in the UK, Oysters are finely crafted seaworthy yachts that capable of ocean passages and circumnavigation, with their most popular models being in the 50-70ft range. The Oyster Collection features current Oyster yachts for sale as well as videos, reviews, and guides.
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Built to meet the style and taste of the American sailing market, Passport yachts are admired worldwide for their hand-crafted quality, proven passage making abilities, and well-thought out designs. While the award winning Passport 545 is perhaps the most popular model, the entire line is built to the same standards and respected for its sailing performance, fine interior woodwork, and beautiful detailing inside and out.
View Passport Collection
Passport yachts gives us a closer look at the interior and exterior of the Passport 545 Aft Cockpit sailboat.
A great promo video that Oyster has released highlighting features of the all new Oyster 565.
The 725 was built, as many Oysters are, to sail anywhere her owners wish to go. She is the first boat in the range to have exceptional and dedicated crew quarters.
The Oyster 625 is a powerful sailboat that can be handled by an experienced couple but also has ample space for a captain and crew if that is the desired cruising mode.
Collection Yachts, based in the yachting capital of the world, Fort Lauderdale, is proud to represent buyers and sellers of Oyster Yachts. Traveling with clients across the globe to find the best Oyster Yacht has resulted in long lasting relationships and many sales. Like Oyster, Collection Yachts provides top quality service for as long as a client owns their Oyster.
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Published by oceanwave on september 17, 2023.
Ever set sail on a catamaran, eyes on the endless horizon, only to wonder, “Which sails are best for my Bluewater Cruiser Catamaran?” That familiar quest for the perfect canvas to harness the wind guides many a sailor. In the vast ocean of sail options, finding your course can be daunting.
Discover ideal sails for your cruiser catamaran adventure—tailored for routes, performance, crew dynamics, and eco-conscious voyages.
How do sails align with different routes? What balances speed and comfort? Can sails echo our environmental ethos?
Expert insights and seasoned tips await. Learn to navigate the winds of choice effectively.
Unveil the sails that promise not just a sail but a symphony with the sea. Stay aboard for a voyage through sail selection’s depths.
Sails are the lifeblood of any sailing vessel, dictating performance, comfort, and safety. When it comes to bluewater cruising on a catamaran, selecting the right sails is a decision of paramount importance. Each sail contributes to the overall sailing experience and should be chosen considering various factors that align with your cruising objectives. Let’s unravel the complexities of sail selection for cruiser catamaran.
Your route plan is the compass guiding your sail selection journey. Consider the wind patterns and the predominant sailing direction on your intended route. Tradewind routes, primarily downwind, call for a focus on downwind sails like spinnakers and Code sails optimized for reaching performance. Conversely, routes involving more upwind sailing necessitate a careful selection of headsails to tackle varying wind angles effectively.
The choice of sails often reflects your sailing philosophy, particularly your attitude toward speed and comfort. Performance-oriented sailors, seeking the thrill of speed, gravitate towards asymmetric spinnakers and flat-cut sails ideal for reaching. These sails offer exhilarating downwind sailing experiences but often come at the cost of some comfort. On the other hand, those valuing comfort and ease of handling may opt for heavy-weather symmetric spinnakers that provide a balance between speed and stability.
Consider your crew’s sailing capabilities and size when selecting sails. Short-handed crews often find furling sails, like a furling asymmetric Code D, a convenient option for downwind sailing, simplifying sail handling. Alternatively, sails that can be easily reefed and adjusted by a smaller crew might be a more suitable choice for varying weather conditions.
In an age of environmental awareness, considering your ecological impact is essential. Are you committed to minimizing engine use and embracing the wind’s power? Sails like the Code 0 can significantly boost boat speed, making them an eco-conscious choice. Additionally, evaluate your time constraints and whether you prioritize the journey or the destination. Sails that optimize speed might align with those seeking efficient, time-conscious voyages.
Bluewater sailing necessitates preparedness for adverse weather conditions. All bluewater sail plans should include storm options – sails designed to withstand strong squalls and turbulent seas. Storm jibs, with the ability to hoist over furled foresails, and mainsails with multiple reef points are vital components to navigate through challenging weather.
It’s crucial to keep in mind the unique needs of your crew. If you plan to sail with family or young ones, comfort and safety might weigh heavier in your sail selection. Sails that are easier to handle and provide stability might be more appealing in such scenarios.
Reefing, the process of reducing sail area to manage varying wind conditions, is a fundamental skill for any catamaran sailor. Unlike monohulls, catamarans convey their need for reefing in a subtler manner, making it crucial to grasp the art of reefing effectively. Let’s delve into the nuances of when and how to reef a catamaran to ensure a safe and balanced sailing experience.
Determining the right moment to reef your cruiser catamaran is a blend of art and science. While some bluewater cruisers adhere to the practice of reefing before nightfall as a precautionary measure, it’s not a universal rule. Reefing should be a straightforward maneuver, not an intimidating one in the dark.
Catamaran owners transitioning from monohull sailing often grapple with the subtle indicators of when their vessel is overpowered. The key principle is to find the optimal balance between sail area and achieving target speeds and angles while conserving equipment.
Sailing rarely adheres to rigid rules, favoring guidelines instead. However, having a starting point can be invaluable. Here are some general wind ranges to consider, with the more conservative side recommended for cautious sailors or when encountering larger sea states:
It’s crucial to note that these wind values are based on true wind speed, not apparent wind speed. When sailing downwind, apparent wind speed tends to be lower, potentially leading to the temptation of flying more sail. However, if you need to turn upwind, the apparent wind speed can quickly escalate, emphasizing the importance of monitoring true wind speed.
Reliance solely on wind instruments is not foolproof, as they may malfunction. As a fallback, referring to the Beaufort Scale descriptions to gauge sea surface conditions can be a useful practice.
Apart from wind measurements, catamarans offer subtle cues indicating the need for reefing. While catamarans don’t heel like monohulls, signs such as the windward hull slightly lifting or the bows diving down when sailing downwind can indicate the necessity for a reef.
Reefing is a skill that improves with practice. The key is to make the process swift and efficient, ideally taking less than two minutes to complete. This is especially crucial when unexpected weather changes demand rapid adjustments.
For downwind reefing, particularly when tradewind sailing, consider the setup of downhaul lines from each reef tack point. These lines should run through the reefing point on the sail and through the corresponding points on each side of the mast. This arrangement ensures that the sail is pulled down in line with the track.
When reefing downwind frequently, watch out for chafe on the back of the mainsail and consider adding spreader patches for reinforcement. Centering the traveler during the maneuver can assist in the process, but vigilance is essential to prevent entanglements.
Additionally, practicing solo reefing is valuable, as it not only prepares for scenarios requiring single-handed reefing but also fosters a comprehensive understanding of the entire maneuver. Solo reefing ensures that reefing is executed swiftly and efficiently, as anyone on board can contribute to the process.
In the realm of bluewater sailing, precision, and timing in reefing can make all the difference during challenging weather conditions. Sailors, relying on historical weather patterns and comprehensive sailboat reviews, adhere to a nuanced approach:
In the realm of bluewater sailing, embracing a cautious mindset is a hallmark of experienced mariners. Advanced sailors, attuned to subtle shifts in wind patterns and armed with extensive sailboat data , often err on the side of caution. Utilizing the lower end of the recommended wind range for reefing provides a cushion, enabling quicker and more controlled responses to escalating weather conditions.
The ‘experience gap’ is a common challenge for couples venturing into bluewater sailing . Advanced yachtsmen often recommend immersive sailing courses tailored for couples, focusing on advanced seamanship and communication skills. Additionally, collaborative roles in sail trim, navigation, and onboard safety drills can significantly bridge this gap, fostering a symbiotic sailing experience.
Here’s how couples can bridge this gap:
1. Rotate Roles : Alternate daily responsibilities like docking, navigation, safety checks, and operating equipment. This ensures both partners are proficient in essential tasks.
2. Divide Responsibilities : Divide the boat, each maintaining one hull and sharing the saloon. This promotes a comprehensive understanding of the vessel’s workings.
3. Incorporate Coaching : Opt for a professional coach during initial crossings. This structured learning environment allows the less experienced partner to build confidence and take charge safely.
4. Solo Sailing : Occasionally sail without your partner. Practicing leadership individually instills confidence and helps develop a unique style and voice on board.
Approaching bluewater cruiser catamaran as a team exercise from the outset ensures a balanced skill set and enhances safety and pleasure during the sailing journey.
Choosing between a production and a performance cruising catamaran is a pivotal decision, balancing comfort with sailing capabilities.
Production cruiser catamaran prioritize comfort, offering more creature comforts, living space, berths, and bathrooms. However, they may lack the agility and speed of performance catamarans. They are suited for those seeking a comfortable cruising experience, especially for extended stays docked at a marina.
Performance catamarans emphasize speed and agility, often at the cost of some comfort. They feature narrower hulls and a sparse design, allowing them to outrun adverse weather conditions. However, the advantages of speed diminish if overloaded with personal gear and extras, offsetting their inherent lightweight design.
Understanding the trade-offs between comfort and speed is essential in making the right choice. The decision should align with your sailing skills, intended usage, and the importance of safety and speed in your cruising adventures.
Dealing with heavy weather in a cruiser catamaran demands strategic planning and adept seamanship. Here’s a guide on navigating challenging conditions:
1. Weather Strategy : Prioritize avoidance by studying global weather patterns, using satellite connections for accurate forecasts, and leveraging boat speed to position away from predicted storm paths. However, avoid complacency as weather systems grow more extreme and unpredictable.
2. Scenario Planning : Develop contingency plans tailored to your boat type, eliminating last-minute preparations when storms approach.
3. Sail Prudently : Avoid 90° wind and waves, opting for a weather-forward or aft beam sail position for stability. Monitor heel angle and reduce sail area if it exceeds a safe limit, beginning with the main sail.
4. Reefing Techniques : Master the skill of reefing downwind swiftly and efficiently in case of unexpected worsening weather.
5. Speed Management : If unable to sail faster than waves, employ trailing warps to control speed, minimizing erratic surfing and maintaining bow stability. Warps are preferred over drogues for their familiarity and ease of use.
6. Handling Waves Breaking Over Stern : Consider turning into the seaway to maintain stability. In performance catamarans, adjust daggerboards; in production cats without daggerboards, using the leeward engine may help keep the bow into the wind.
7. Choosing Safe Routes : Always opt for sea room downwind, avoiding lee shores at all costs for a safer sailing experience during heavy weather.
Choosing the right sails for your cruiser catamaran is a critical decision that deeply influences your sailing experience. Here are the core aspects to consider when selecting sails:
1. Route Planning and Wind Patterns : Tailor your sail selection based on your planned route. Downwind-heavy routes require a focus on downwind sails, while routes involving upwind sailing demand suitable headsails. Aligning sails with your route optimizes performance.
2. Performance vs. Comfort : Determine your preference for performance versus comfort. Performance-oriented sailors may favor asymmetric spinnakers and lightweight sails for speed, while those valuing comfort may opt for heavy-weather symmetric spinnakers, prioritizing ease of handling.
3. Crew Capabilities : Consider the abilities of your crew. Short-handed crews benefit from furling sails for easier sail changes and efficient downwind sailing. Align sail choices with crew capabilities to enhance comfort and safety during the cruise.
4. Environmental Awareness and Time Management : For eco-conscious sailors aiming to minimize engine usage, sails that boost boat speed, like Code 0, are essential. Additionally, assess your focus on the journey versus the destination to select sails that align with your cruising ethos, optimizing speed and efficiency.
Bluewater cruiser catamaran represents the epitome of advanced engineering, superior sail handling, and the fulfillment of the seafaring spirit. Armed with insights from sailboat data , advanced sail handling techniques, and a keen understanding of vessel dynamics, you are well-equipped to navigate the open oceans and realize your yachting dreams. The blue beckons, and with the right knowledge and a capable bluewater catamaran, you’re ready to embrace the expanse and set sail for horizons anew. Happy cruising!
You may discover comprehensive details on different sailboat models and their performance here, making it easy for you to pick the best boat for your requirements with Ocean Wave Sail !
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Discover the 3 secrets to start sailing the world & living a life of adventure (sooner than you thought possible), here's what you will learn, what you will learn, during the workshop.
How to prepare your family it's a big change for everyone we'll help you understand how to prepare your family for the adventure ahead., making it work financially we'll explore the strategies and steps to setting up your finances and income even if you think you can't afford it, face the waves we'll teach you how to overcome your fears, avoid expensive mistakes and stay safe while your exploring the open waters (regardless of your experience level), how to prepare, your family, it's a big change for everyone we'll help you understand how to prepare your family for the adventure ahead., the boat selection formula, we'll show you how to find the perfect boat that fits your needs. (even if you've never sailed before), making it work financially, we'll explore the strategies and steps to setting up your finances and income even if you think you can't afford it, face the waves, we'll teach you how to overcome your fears, avoid expensive mistakes and stay safe while your exploring the open waters (regardless of your experience level), what our clients are saying...
Meet your hosts, keith whitaker, from sailing zatara.
...And bought a sailboat to circumnavigate the globe.
The kids were really excited about that in the beginning.
Then 90 days later we were thinking what on earth have we done?
Without any prior sailing knowledge we've since sailed over 50,000 miles through three different oceans in both a monohull and a Catamaran.
And now, we're showing you how!
Head captain of bluewater cruising.
Sounds crazy right? Why'd we do it?
We wanted to experience more life.
I'd spent nearly 8 years of my life running an international investment sales business. I reached a point where I realized I was not happy and I needed to do something different.
Today, I've sailed over 20,000 miles with my family through 2 different oceans and loved (almost) every minute of it.
The experience has forever changed our life for the BETTER.
It's time you experience that too.
Back in 2016, one month before my youngest daughter was born we bought a boat to sail the world., it's your turn, are you ready to create your bluewater cruising plan, learn how you can turn your dream of setting sail and living a life of freedom and adventure intro a reality. it's time to stop waiting and start taking the steps towards your dream life..
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A 32 foot catamaran.
The M32 was first designed in 2011 by well known Swedish sailor Göran Marström, an Olympic bronze medallist at the 1980 Moscow Olympics, and a successful boat builder of catamarans since 1983 including the Tornado, M5 A-Class, M20 catamaran, and the Extreme 40.
Keen sailor and businessman.
In 2013, the design and production rights to the M32 were acquired by Swedish company Aston Harald AB, led by keen sailor and businessman Håkan Svensson. After sponsoring a number of high profile yachting projects including the Green Dragon and Puma Volvo Ocean Race teams, Svensson was introduced to the M32 by close friend and Olympic Gold medallist Freddy Lööf in 2012.
Regional professional sailing series.
In 2013, the M32 Scandinavian Series was created for the growing number of M32 owners and teams. The Series includes regattas in Sweden, Norway, Denmark and Finland in close to shore venues.
The expanding M32 owner base has encouraged the setup of one-design fleet racing in sailing hotspots around the world, all unique to their local market. From iconic yacht clubs in North America, city centre competitions in Scandinavia, picturesque locations in the Mediterranean.
The M32 Academy is an educational platform for high-performance and apparent wind sail racing. From getting kids onboard for the first time to fine tuning Olympic sailors and introducing the M32 to new owners with different sailing backgrounds. The M32 catamaran has proved itself as the perfect tool to excite, educate and entertain.
The M32 International Class Association was introduced to give our owners and sailors a voice. The association has representatives from the builder and from around the world to ensure that M32 World global targets are in line with what our owners, sailors and partners are searching for. The class association maintains the one-design integrity of the class throughout the world.
The inaugural M32 World Championship was held in Marstrand, Sweden where 15 boats took to the start line in what was an epic spectacle. Following the huge success of the 2017 event and as interest in the class continues to develop with an annual World Championship as the major event of the season.
Are you interested to join the most exciting sailing in the world or maybe just want to have a chat about the boat?
North America Dave Doucett +1 413 364 0067 | [email protected]
Europe Mattias Dahlstrom +46 708 406 335 | [email protected]
By: Author Kate O'Malley
Posted on Last updated: December 6, 2021
Home >> Russia >> Russian River Cruise from St Petersburg To Moscow.
Have you ever dreamed of strolling through Moscow’s Red Square or seeing the ballet in St Petersburg – A city where opulent palaces offer a glimpse into one of the world’s most intriguing royal dynasties .
Russia’s two great cities still invoke the old school romance of travel – a journey into the enigmatic and exotic. However, in a country as immense as it is fascinating, there is so much to see beyond the metropolis of Russia’s great cities.
A Russian River Cruise , St Petersburg to Moscow on Viking Cruises Waterways of the Tsars cruise will take you to Russia’s great cities and beyond.
Sailing the rivers and lakes of Russia from St Petersburg to Moscow takes you into Russia’s heartland. It is deep in the country where you find the Golden Ring cities, charming towns and iconic, sometimes forgotten monuments that helped define Russia’s history.
A Russian river cruise opens up possibilities to visit parts of Russia that may otherwise be logistically difficult. It also offers a very efficient and cost-effective way to see the best of this vast country.
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Unfortunately, Russia is a country too often sidestepped by many travellers. It has been more than two decades since Russia emerged from behind the Iron Curtain and began welcoming tourists with semi-open arms and a cold stony smile.
However, Russia still carries the stigma of being a difficult country to travel to and in. Thanks mostly to a reputation of complicated, bureaucratic visa processes and rumoured corruption.
If you are travelling through Russia on a river cruise, unless you are eligible for the new 16 day e-Visa, most foreign nationals must have a tourist visa. The Russian visa process can take up to a month or two. It is important to check your visa requirement and make sure you get it submitted well in advance of your intended travel date.
The gradual introduction of the new e-visa is making the process simpler but is restricted for visits of only eight days and specific entry points. Based on this, the e-visa is not suitable for a river cruise in Russia.
Applying online for your Tourist Invitation Letter is quick and simple, allowing you to proceed with your application. You can read more about planning your trip to Russia here .
As independent travellers, our biggest dilemma with Russia is logistics. Russia covers two continents and nine time zones, and the highlights and must-sees are spread far and wide, with nothing in between.
When you don’t have unlimited time or an unlimited budget, the distances can pose some issues. Transport through Russia can be expensive and less than comfortable, and car hire could be a costly alternative.
We would say yes, a river cruise is a fantastic way to see Russia. For most, Russia is a once in a lifetime adventure, so, it boils down to how much of Russia do you want to see.
A river cruise makes sense for most travellers to Russia and most travel budgets. A cruise enables visitors to experience more of Russia than perhaps they would on their own.
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Much like some of the unreliable, uncomfortable transport methods available in Russia, some of the Russian cruise lines are shall we say, still a little Soviet.
Viking Cruises, on the other hand, offers a product in Russia to the same high, 5- star standard as their river cruises throughout Europe. A full-service luxury river cruise from the moment you make your booking to the time you disembark.
And much like Viking’s European itineraries, the Viking Russian Cruise itineraries are destination focused with high quality shore excursions and enrichment experiences.
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The big appeal of cruising for some is the all-inclusive aspect, so they know what to expect. With Viking Cruises, you can expect so much more than just an all-inclusive cruise package of meals and drinks.
In addition to optional excursions, there are also lots of free shore excursions throughout the cruise.
You can book your Russian river cruise inclusive of flights from your home port, wherever in the world that may be. An attractive option for those wishing to take the guesswork out of arranging flights, knowing you have access to Vikings Cruises discounted fares and upgrades.
Fly cruise packages include all taxes and airport transfers in Russia. Helpful for those who don’t like to navigate the taxi hustle on arrival in a new country. (Speaking from first-hand experience, Russia certainly has some good taxi scams running from the airport).
Information to assist you with the visa process is also included, the most daunting prospect of visiting Russia for many.
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During the river cruise, a high quality tour itinerary of shore excursions and tours are included to ensure you experience the best things to do in Russia.
There are also some delightful surprises, such as an evening at the ballet in St Petersburg. The tour schedule is designed with the arts and culture in mind, not just the big tourist hot spots.
Additional or Optional Tours can also be purchased at each destination such as our traditional Russian Banya experience in Mandrogy or the vodka tasting on board.
You also have access to some very appealing Exclusive Access tours such as a behind the scenes look at the Hermitage in St Petersburg. All tours include transfers where required, entry fees and extremely knowledgeable, tourism professionals as your guides.
In addition to activities during cruising times, such as cooking demonstrations and traditional Russian tea’s, the guides also offer daily lectures on Russian history and politics.
The lectures are one of the highlights of the trip. Engaging and well-researched lectures, delivered from a Russian perspective, provide an entirely different and refreshing perspective on Russian culture and politics.
Viking River Cruises always excel when it comes to onboard dining. Interchangeable a la carte menus are available at all meal times showcasing Russian cuisine and produce.
The less adventurous are well catered for with an excellent “always available” a la carte menu. Portions are sensible to allow for all courses to be tried and savoured. Unlike the glutenous portions or “ all you can eat” buffet’s some cruise ships favour.
Drinks are complimentary with all meals, including a tipple of champagne at breakfast if you are so inclined.
A Silver Drinks Package can be purchased, which gives you unlimited drinks from the bar for the entire cruise as well as a vast selection of wines.
There is a lot to be said for having your floating hotel accompany you on your journey through Russia. Unlike some ocean cruises where the focus can be on shipboard life at the expense of the destinations, on this Russian river cruise, the destinations are the focus.
You get the complete package of the best things to see in Russia without having to navigate multiple modes of transport or having to unpack, pack and move accommodation all the time.
Once you are on board, whether it be in the big cities or the remote countryside, you only need to check in and out once. You do feel like you have your hotel on the road with you – A fantastic boutique hotel.
And it is not only the tour guides who are tourism professionals. You also have at your disposal a 5-star hotel team — professional food and beverage staff, well versed in the art of fine dining and world-class chefs.
The staterooms are spacious and extremely comfortable. Private balconies, quality furnishings, and enough high tech amenities such as Satellite TV and WIFI to keep you entertained are standard throughout the ship.
There are also plenty of comfortable public spaces, both indoors and out with panoramic views to relax and take in the vista while you are cruising.
For us, opting to travel through Russia on a river cruise was primarily motivated by the itinerary. Most people would be happy to visit Moscow or St Petersburg. But why make an effort to visit this intriguing country and miss all the beautiful and exciting things to see outside of the main cities despite the vast geographic distances.
The river cruise itinerary is what sold us on this mode of travel. The itinerary enabled us to spend ample time in St Petersburg and Moscow; then with our floating hotel in tow, we took to the river.
It is here where we saw the other Russia. Stunning countryside, small villages, abandoned churches and majestic cathedrals dotted along the river banks. A view of Russia that speaks volumes about the country’s history and culture.
As we slipped down the river, we had the White Nights in our favour so could take advantage of the long days and very short nights of summer. Enjoying the sights of the Russian countryside en route to our next destination. Each day a different destination with a cruising schedule set to maximise time spent ashore.
Seven different destinations are visited in the 13 days onboard. This includes three full days in both Moscow and St Petersburg. We would not have achieved this on our own in the two weeks we had.
Commencing either in St Petersburg or Moscow, the itinerary allows for three days in each city. You can read about the cruise itinerary and shore excursions in St Petersburg and Moscow here.
Between Moscow and St Petersburg, you can experience the beautiful Golden Ring cities and villages of Russia. These are the towns and cities that lie beyond Russia’s great cities on the Waterways of the Tsars.
Mandrogy, built in 1996 as an open-air museum, is a replica of Verkhine Mandrogi , a Russian village destroyed during WWII. The enterprise was intended to give travellers cruising between St Petersburg and Kizhi a feel for traditional Russian life.
Unfortunately, we found Mandrogy to be very much that – a fabricated tourist attraction including costumed craftsmen and women with innumerable craft stalls and workshops selling the same trinkets.
The central premise for this village appears to be shopping and, of course, the famed Russian Matryoshka Dolls. You can partake in a workshop to learn how to paint your own nesting dolls or, watch any number of the local artists paint dolls in their style. These, of course, are available for purchase.
While Mandrogy was not our cup of tea, there was a silver lining to this little settlement – the traditional Russian Banya.
The banya is one of those quintessentially Russian experiences. One of the oldest Russian traditions dating back centuries. A tradition that has not lost its appeal and is still popular today.
Essentially the banya is a steam room or sauna where water is poured over hot rocks to create steam with temperatures often exceeding 93ºC. However, the banya comes with a little more ceremony than your average steam room or sauna.
Specific brooms are used in the banya called veniks . These are usually bunches of birch or oak branches which are dipped into cold water in the sweltering steam room. They are then smacked briskly over the body.
Typically, there will be a person responsible for this task – a banschik. As the banya is considered a very social activity, a banschik is often not required as friends will usually smack each other with the veniks.
Thankfully our experience included a banschik as we would not have known the sequence of events nor the protocols for polite smacking! So, how does one banya?
You get the gist! Used as a method of bathing in Russia for centuries, the banya is said to have a myriad of health benefits. There are many communal or public banyas in the cities and towns, and some people still have private banyas in their homes.
The banya is one Russian experience we highly recommend, providing you have the constitution to withstand the intensity of it.
Near the centre of the Lake Onega, the second largest lake in Europe, you will find the wild and isolated island of Kizhi. Kizhi is a UNESCO World Heritage-listed open-air museum.
At only 6 km long and 1 km wide, this tiny island is one of Russia’s most visited. The settlements buildings date back to the 15th century, some of which were moved from various Karelian villages during Soviet times to help preserve them.
However, the islands most notable and recognisable attractions are the famous wooden onion-domed buildings- the twenty-two domed Transfiguration Church and the nine domed Intercession Church.
Locals will tell you; both churches were constructed without the use of a single nail. The unknown builder is also said to have destroyed his axe on completion of the Transfiguration Church. He is quoted as saying: “ There was not and will not be another to match it”.
Within the smaller Church of the intercession, you may hear the local clergy, a beautiful and moving baritone choir intone the ancient liturgy. The islands ancient settlement gives insight into the harsh realities of life in the Russian heartland. Places where entire settlements were isolated for much of the year throughout long winters. You can read more about visiting Kizhi Island here .
Along the Volga – Baltic waterway you will find the urban settlement of Kuzino approx. 600km north of Moscow.
In addition to some fascinating churches, some abandoned or in various states of repair that are worth exploring, the highlight of this region is the Kirillo – Belozersky Monastery. More like a fortress than a monastery, the magnificent complex sits on Severskoye Lake.
Severskoye Lake is deemed so pure no motorboats are allowed on it. According to urban myth, the waters were blessed, giving them qualities similar to those of the mythical fountain of youth.
From humble beginnings in 1397 when two monks founded the monastery in nothing more than a cave dug by two men. By 1494, now a stone structure, it was the largest church in medieval Russia.
Defended by thick walls and towers it was a refuge for not just monks and peasants, but also a place of pilgrimage for Tsars and so benefited from generous donations and tax breaks. Ivan the Terrible was said to be a regular visitor and big tipper. The financially favourable guest list enabled the monastery to grow in size and importance.
By 1764, Catherine the Great had stripped the monastery of its land and converted the complex into a prison. In 1924 the Bolshevik government shut the complex down and executed or arrested the monks. Interestingly, unlike most monasteries, it was not converted into a concentration camp but rather a museum.
Yaroslavl, the largest city on the Volga, lies just 250 km’s north of Moscow which makes this Golden Ring city a popular weekend getaway.
Perhaps this quaint city of six hundred thousand should be called the city of churches because here you will find an impressive kaleidoscope of onion domes. At the convergence of the mighty Volga and Kotorosl rivers is the historic part of the city, a listed UNESCO World Heritage site.
The city dates back to Prince Yaroslav or Yaroslav the Wise when he came ashore in around 998, slew the sacred bear worshipped by the local pagan tribes and converted them to Christianity. Hence, the bear on the city’s coat of arms.
While these events may have attributed to the city’s religious fervour – the churches that now adorn the skyline were the work of 17th and 19th century merchants on a quest to outdo each other in a bid to beautify the city. To this day it remains a magnificent city, one that appears to have remained unscathed by the soviet facelift given to much of Russia.
Uglich, another of the Golden Ring Cities. A picturesque riverside city filled with inviting parks and brightly coloured church domes. The history of Uglich is steeped in a murder mystery that changed the history of Russia.
Ivan the Terrible was never quite right following the death of his wife Anastasia and so instituted a reign of terror that earned him his name. Although respected for his military victories and management of Russian interests, he was also feared for some terrible deeds.
One such deed was accidentally killing his son and heir with a blow to the head. Due to this faux par on Ivan’s behalf, his crippled son Feodor, who by all reports was not well in mind or body, ascended to power. However, the country was being run by Feodor’s brother in law, Boris Godunov.
Quietly in the wings was Dimitry, Ivan’s younger son who could have succeeded the throne in light of Feodor’s lack of interest in political issues. In 1591, at the age of ten, Dimitry was found dead thanks to a stab wound. It was decided Dimitry slit his own throat with a sword during an epileptic fit.
At the risk of stating the obvious – it was widely assumed the boy was murdered. However, those who dared to accuse Boris Gudunov only did so once. The mystery remains, and so does this beautiful city close to Moscow.
When it comes to visiting a country like Russia, we feel a river cruise is possibly the best way to maximise your experience of this incredible country. Had we decided to travel independently, there is no way we would have had the vast and varied experiences we were able to on this cruise.
The 5-star hotel service, excellent dining and professional tour organisation far exceeded any of our expectations. We now understand why people often choose river cruises as the best way to experience a country. We have since travelled on a number of river cruises through Eastern Europe and the Danube and still believe it to be a value for money way to travel, especially in Europe.
If you are looking to see Russia beyond the big cities, cruising the waterways from St Petersburg to Moscow will reveal the beauty of the towns and the landscapes of Russia’s heartland. A river cruise is a fabulous way to travel Russia and a great way to glean a deeper understanding of this mysterious country.
We would like to thank Viking Cruises for hosting us on the Waterways Of The Tsars cruise to facilitate this article. As always, all opinions expressed are our own and have not been influenced in any way.
Which downwind sails are the right choice for you? and how do you take the stress out of sail handling on a tradewind passage? Toby Hodges quizzed more than 240 skippers in last year’s ARC to find out
Downwind sailing is any cruising sailor’s dream. The thought of days, or even weeks, of reliable following tradewind pushing you across an ocean with just a warm apparent breeze over the deck seems particularly far-fetched for those of us who have just suffered the wettest winter imaginable.
We all need a reliable downwind setup, whether coastal cruising or passagemaking. But those planning an Atlantic crossing or Pacific crossing will want to give this aspect particular attention, perhaps adding some tweaks or sail wardrobe investments to help ensure that dream adventure is as comfortable as possible for your crew and your yacht.
While there’s certainly no one-fits-all answer, we can learn a lot from those who have done a crossing. Last year we used our annual ARC Gear Survey to focus on the topic of downwind sails and handling and have since analysed the responses to our detailed questionnaire, from over 240 skippers on the ARC and ARC+ rallies.
The reason why there’s no optimum solution for all is multifaceted. Sure, the shape of your hull and keel type can help narrow down options. Unless you have a sportier design, then sailing the downwind rhumbline should equate to least stress and gybes and therefore potential problems. Those with newer hull shapes may want to calculate their polars and work with sailmakers to evaluate which angles and sails best suit their hulls.
How about your rig – is it easy to use a pole? Is there a track to fit one… or two even? Can you square the boom or do you have swept-back spreaders? Do you sail short-handed or with plenty of crew to help pull strings and get poles down? The answers can lead to yet more considerations, including chafe points, how to avoid rolling, and how to easily depower or reef.
Does your mainsail help and does it fill the slot better when reefed? What’s your best setup for short-handed or at night? What are your backup systems (notably for torn sails or a broken halyard or pole)?
A lot can be answered in advance by considering such questions. The weather, however, cannot. We can only hope for reliable trades and the sort of downwind crossing conditions last year’s ARC crews gratefully experienced.
Photo: Tony Gratton/Niord/WCC
Spinnakers can be ideal if you have the experience and crew to handle them, their numerous associated lines, and can get them down easily. Asymmetric spinnakers or gennakers can make this handling much easier, as they don’t require a pole. They were carried by over 40% of the fleet last year, making these the most popular offwind option in terms of numbers carried (an indication of a modern fleet), but they don’t suit true downwind sailing, meaning extra miles to sail.
Aero-style vented spinnakers, aka parasailers, can seem like the holy grail for many on a downwind crossing as they can be set from the bow or in front of the boat and are capable of reaching and running. However, these are among the costliest sail options/upgrades and there’s a range of different brands now which all claim the optimum design.
That said, perhaps the clearest message from 2023’s ARC skippers was the real love of – or wish for – a parasailer. Over 40 yachts carried one, yet so many more commented that they would have wanted one. This is perhaps a reflection of last year’s consistent tradewind conditions – “The parasailer was perfect for the conditions we had” said the skipper of German Catana 47 Aquila .
Other downwind sail setups include twin headsails, or the specialist Bluewater Runners and TradeWinds, versatile sails which share a single luff.
However, a poled-out genoa, where the headsail is typically flown wing-on-wing/goosewinged with the mainsail, is still considered the most reliable method for downwinding.
Carrying a range of options is ideal, but remember you also need the space to stow them!
Grand Soleil 46LC Flying into the sunset poled-out. Their twin headsails were “a dream”. Photo: Peter Blackadder/Flying/WCC
Around 60 yachts used a poled-out headsail, with over 40 of these skippers still rating it the most reliable method. It uses your heavier-grade white sails, the mainsail can be securely prevented, and both can be easily reefed.
Asante , a 2007-built Oyster 56, has a gennaker aboard but found: “Best setup when windy is two reefs in main, poled-out headsail – easy solution and fast going at 8-10 knots (we covered 205 miles in 24 hours)”. Serenity , a French HR40, said it “allows for a good wind angle in tradewinds and is easy to reef single-handedly if needed”, while German Bavaria 51 Mola adds this setup is “extremely resistant to squalls”.
A poled-out genoa worked best aboard the Moody 54 Dilema , albeit making for a ‘rolly’ experience: “Simple and effective. We used centred staysail as well to reduce roll.” UK-flagged Rustler 42 Carrik also remarked on the rolling but was otherwise in praise: “sailing goosewinged spared us the drama of the spinnaker when winds were 20-plus knots (which was most of the time) and allowed us to sail the rhumbline”.
The Swedish-flagged Hallberg-Rassy 48 MkII Sally was sailed double-handed so kept it straightforward with main and poled-out headsail, sailing wing-on-wing for two weeks. “Our simple sail approach worked well for us, fast enough and easy.”
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Also sailing double-handed was Fisk , a 2007 Oyster 46: “Our poled-out genoa (130%) proved to be a very useful all-round tool, goosewinging with the main when feasible.” They bought these sails new before the ARC but think a light wind sail could have been useful too.
Jeanneau Sunshine 38 Cloud Jumper points out that “goosewinging is less weight on the bow than twin headsails.” They sailed like this for 22 days. And 20-year-old Oyster 53 Jarina had another reason for the ease of this setup: “a foredeck crew with the combined age of 200! Poled-out headsail plus main and preventer equals ease of handling. Stable and controllable.”
Experimenting and enjoying the process should be encouraged. Ipanema developed a motto by doing this: “poled-out genoa if wind greater than 18 knots; gennaker if wind less than 20 knots”. Bestevaer 53ST Aegle thinks having a good solution for various apparent wind angles is key: “goosewing is very effective; a furling spinnaker makes life much easier”.
Twin headsails (one flown free) on Island Packet 380 Niord. Photo: Tor Johnson
Some bluewater yachts install their own systems as standard, including a pole or twin poles, knowing twin headsails are ideal for tradewind cruising. The Barters on their 20-year old Super Maramu Nunky hail the Amel twin headsail system as “superb: great downwind and they can be furled together in a moment”. Equally, Oyster 54 Ostara says: “the Dolphin twin headsails performed very well – very versatile and fast passagemaking in tradewinds”.
Other skippers might choose to fit or retrofit two forestays or twin luff grooves. “Twin headsails on the same furler worked really well,” is the verdict from Rival 36 Topaz Rival. They sailed like this for 17 days, including at night, so it didn’t affect their watch pattern.
Norwegian Sun Odyssey 44 Moyfrid used genoa and jib poled-out for 15 days, as it’s “easy to adjust, gave us flexibility and safety of handling quickly in squalls”. The same reasoning was given by Discovery 58 Aqualuna, who found twin headsails excellent for double-handing. “It meant we could do three hours on, three hours off”. The summary from Oyster 53 Distraction : “Twin headsails is easy but not fast, asymmetric is fast but not easy.”
The Blackadders’ Grand Soleil 46 Flying has twin headsails, a gennaker and a Code 0, “and trapped the edge of the tradewinds to use them all”. They found “our twin headsails/twin poles worked a dream – easy to fly single-handed and not too rolly.” They also found them easy to adjust and reef, and adaptable to different conditions including winds up to 35° off the quarter.
US-flagged Ovni 450 Reverie running west to the sunset under gennaker. Photo: Tony Martin/Reverie/WCC
Anyone in a hurry, racing or wanting some sport for an active crew would probably choose a spinnaker (or several, space and budget willing). While capable of harnessing those tradewinds most efficiently, a big free-flying sail can be tricky to gybe and get back on deck. A popular ARC solution is to fly a spinnaker during the day and poled-out headsail at night as the latter is easier to manage/reef without affecting the watch system.
Oyster 406 Penny Oyster : “We used the spinnaker during the day (weather permitting) which increased speed and was less rolly. Poled-out jib overnight felt very stable and safe. Easy to manage solo.” It was the same for Grand Soleil 50 Sidney II and 20-year old Sweden Yachts 42 Freedom , the latter promoting: “full main and spinnaker when 15 knots or less (sailed on a dead run for 90% of trip); main and genoa goosewinged if 15 knots or more”.
Symmetrical kites (and parasailers) are often a popular choice for catamarans as they can be set off each bow. Sailing double-handed on their Aussie flagged Outremer 51 Spirit , the McMasters bought a symmetric kite for the crossing to supplement their gennaker, flew it with the mainsail and considered it “easy gybing and conservative for double-handing”. Fellow Outremer Madeleine (a 45) carried Code, A-sails and a symmetric spinnaker and found a “half-reefed main and spinnaker stable and easy”.
Foredeck crew of Estonian Oyster 565 Larimar stow the furled gennaker while under TradeWind. Photo: Magnus Harjak/Larimar/WCC
Despite gennakers being the most popular offwind sail option carried (90 yachts), only around 20 skippers found this to be their most successful sailplan for the crossing, with many frustrated by not having a kite with enough belly to sail the deep downwind angles experienced last year. (While deeper cut asymmetrics are available, many, especially furling types, have a flatter shape and suit reaching more). Grand Soleil 46LC Mandalay reckons their inability to sail deep cost them two days.
Grand Soleil 50 Mr Twister found that flying their gennaker with a double reefed main “allowed for a more downwind course”. This was backed up by the Peckhams on their Hanse 455 Infinity of Yar : “Two reefs in the main allows wind over the top of mainsail so 165-170º TWA is possible”. At night they resorted to the boat’s standard white sails but as this involves a self-tacking jib, they’d want to fit a poled-out genoa or yankee if doing it again.
Handling an A-sail and whether to use a furler or snuffer, also needs due consideration. Najad 490 Adastrina cautions that a “top-down furler with its torsion rope is difficult to stow due to bulk”, while Oyster 47 Aequitas also warns: “Don’t sail too deep as the snuffer jams.”
Code 0s have transformed cruising for many production yachts, particularly those which typically day sail in light winds and want an easily furled fetching or reaching option. However, they are not deemed so useful for tradewind passages as they lack the deeper shape for downwind conditions. “Code 0 was excellent, but could not run deeper than 155°,” confirms new Canadian-flagged X46 Imi Makani .
An exception was perhaps the Oyster 745 Mexican Wave : “We loved both our Elvstrom Code 0, which we flew 10 days and nights, and our Bluewater Runner which was great in light wind. Both on hydraulic furlers – easy.”
Birds-eye view of the deep bellied Bluewater Runner on Hanse 505 Mojito. Photo: David Anning/Mojito/WCC
Elvstrom’s Bluewater Runner (BWR) and North Sails’ TradeWind (TW) were purposefully designed for downwind events such as the ARC. They take some of the twin headsail concept, but use lighter fabric and modern furling technology for a versatile multi-use sail.
The twin headsails are joined at the luff and can be flown together on the leeward side to act as a light wind genoa/Code sail equivalent, or peeled apart when running to be flown wing-on-wing, independent of the fixed forestay and headsail. And in principle, they can be easily furled from the cockpit.
Hallberg Rassy 40 Northern Light purchased a BWR for the crossing, used it for 16 days during daylight hours, and found it “very effective when running dead downwind.” The Hanse 505 Mojito agrees: “Worked really well, easy to handle, and doubles up as a Code 0. It gave the best downwind performance and can be managed from the cockpit.” That said, they consider their BWR “too powerful for the rig even in 20 knots of wind – we snapped one halyard and broke the bobstay and bowsprit padeye.”
HR57 Saltair advises it needs lots of halyard tension, while Lagoon 410 Newbee agrees that less than 20 knots wind suits the BWR – they resorted to a triple-reefed main and genoa when things got livelier.
Pinnacle before chafe issues with its TradeWind sail. Photo: Stephanie Stevens/Pinnacle/WCC
North Sails’ latest offerings are popular on modern luxury cruisers. Rock Lobster IV is a new Oyster 565 with a wardrobe of North Sails including a TradeWind and a Helix structural luff gennaker. “Helix is very easy (little point using the G2); TradeWind is great in moderate wind, and poled-out yankee gives good flexibility”. They wisely “adapted sails to crew ability”.
Fellow Oyster Ri-Ra , a 675, also with a new North suit, had “lots of difficulties with TradeWind sails,” however, and blamed a poor setup and “inadequate halyard casting”. Meanwhile Mastegot, a new Oyster 595, found their poled-out jib and main more successful than the TW, and if doing again they’d instead consider twin headsails, “because they can be reefed”.
But there were words of praise from Amel 60 Mrs G who found their TradeWind most reliable with a reefed main, and the Swedish Passad 38 Lulu : “very good lift and speed, much better than wing-on-wing”.
Parasailor – fast, stable and no rolling,” says Contest 50CS Athena. PHoto: Philip Mrosk/Athena/WCC
For want of a generic term ‘parasailers’ are specialist cruising spinnakers with a pressure relief valve. This vented part diffuses gusts while the paraglider-style wing creates lift and provides support to the sail (they don’t require a pole, but can be used with one).
It’s a forgiving, versatile option that can be used for running and reaching, but it’s an expensive investment and one that pays to learn how to handle properly. They work well without needing a mainsail set and are increasingly popular with multihull owners.
How they work and the different types available – Istec’s Parasail and Parasailor, Wingaker and Oxley – is another whole article.
Lagoon 450F Marlove was one of 44 parasailer users last ARC, flying theirs for 13 days and nights: “made our life easy, perfect sail to cross the Atlantic”. Another Lagoon, Rockhopper of London , agreed, calling it a ‘hoist and forget’ sail: “no trimming – the sail coped well with wind shifts”. And Ovni 385 Contigo reports: “Parasail is amazing up to 20 knots and easy to snuff if the wind got too high.”
The Harpers on their two-year-old Jeanneau Yachts 51 Blue Pepper spent a season using their parasailer to prepare: “We practiced all the configurations we used several times as a crew before we got to the Canaries – it paid off. The Parasailor was excellent, stable, including in gusts, and very easy to manage. Twin headsails also worked well and were surprisingly powerful, but Parasailor is faster, easier, with less wear and tear on running rigging.”
Fountaine Pajot Saba 50 Lady Roslyn exhibits all 190m2 of her bright red P16 model Wingaker. Photo: Wingaker
Those with parasailers seemed happier to keep them up at night. The skipper of Lagoon Cosi mentioned how he would sleep in the cockpit for this. However, several others added caution about getting a parasailer down – the wing element can makes snuffing tricky, confirmed by the double-handed crew on Broadblue Rapier 550 Blue Wonder . Hence others promote snuffing parasailers early, including Galatea Of Aune , who tore theirs in a squall.
Of the 44 international skippers who shipped parasailers it’s hard to know exactly which types they had as many just list them as ‘parasailer’, but there were clearly some staunch supporters of both Oxley and Wingaker types. “Oxley is amazing! Very stable, very flexible in terms of wind strengths (gusts and wind direction),” reckon the Dutch crew on their Garcia Exploration 60 Fiore .
The Swiss crew on Moody 54DS Nautilia were equally impressed: “We used it up to gusts until about 24 knots – gives calm downwind sailing with good speed.” The Bösch’s on Jeanneau 51 Wolkenschlosschen said their Levante “worked really well,” using it 90% of the time, adding “take Oxley down below 20 knots TWS and use it in gennaker mode”.
Aussie-flagged Fountaine Pajot 40 Cat’s Pajamas flew their 130m2 Oxley for 16 days and, other than advising to get it down early for squalls, the only thing they’d change is to get a larger version.
Oxley offers the Levante (for up to 20 knots) and the flatter Bora with an inflatable double-layer wing for higher winds, seas and gust damping.
More Oxley fans on the Garcia Exploration 60 Fiore. Photo: Harmen-Jan Geerts/Fiore
“The new Bora was excellent,” reports Oyster 55 Valent, although they still found it difficult to snuff once the wind was over 14 knots.
The main difference the Wingaker has over other parasailers is that it is a single construction including the vent and wing, which it claims produces a more stable performance and is easier to handle and crucially to snuff. The feedback for it was equally praiseworthy, particularly from catamaran owners.
The new Seawind 1600 cat Pure Joy thought it just that: “Wingaker very easy to handle and gybe as well as sail completely downwind.” The American crew on FP Aura 51 Darla J left a strong testament: “2,142 miles without taking the Wingaker down”. And the Kiwi FP Elba 45 Aratui simply stated: “Take a Wingaker” after flying theirs for 90% of the voyage including at night.
Multihulls offer great platforms for experimenting with downwind setups. While it’s easy to picture a cat flying along on a flat reach under screecher or A-sail, running downwind brings questions on how best to fill the slots in different wind strengths. Indeed the Canadians on their new Nautitech 44 Open June asked for “more detail on catamaran downwind strategy in the ARC’s downwind seminar”. They found “full main and gennaker faster than Oxley but poor below 150° TWA – Oxley backs wind behind main”. They wished for a better solution for between 18-24 knots wind.
The family dream? Letting the parasailer do the work on June, a Canadian Nautitech 44 Open. Photo: Peter Hunt/June/WCC
Portuguese FP Tanna 47 Portlish found a good combination between gennaker (with furler) and parasailer. “Gennaker was used for 110°-160° AWA and also during the night, parasailer for 160°-180°.” However, they advised it’s not easy without a pole: “We would add a spinnaker pole to be able to use a poled-out genoa for downwind sailing in above 25 knots of wind.”
The 53ft bluewater catamaran Lost Abbey favoured goosewinging either their spinnaker, asymmetrical or screecher with the genoa, but still would have liked a parasailer. Norwegian RCC Majestic 530 Tempus seconded this: “If money were no object I’d buy a parasailer.” Instead, they mostly used “the asymmetric spinnaker on either bow plus one to two reefs in main”.
FP Lucia 40 Wanderlust used a Code 0 and asymmetric the most: “both behaved well downwind and sometimes we flew both side-by-side”. They caution: “big mainsails and booms are a pain downwind!” While the new Excess 15 Vida Loca adds: “as the rig required the mainsail to be flown with the gennaker, our sailing angles in decent wind were 160° AWA”.
Nautitech 46 Open Pinnacle found their most effective sailplan to be: “TradeWind with third reef, next asymmetric with third reef – downwind sails need less mainsail in the less wind,” they warn after they had problems with their snuffer twisting. The sail lashing at the head of the TradeWind also chafed through, tearing the sail as it came down. Which leads us to other sail handling problems…
Sewing sail repairs on the Contest 50CS Athena. Photo: Philip Mrosk/Athena/WCC
Having your ideal sailplan is one thing, but what do you do when that breaks? The majority of ARC skippers experienced failures with sails and their handling, mostly with tears they needed to repair, and the overriding advice is to carry plenty of tape and patches, a sewing machine if possible, an extensive sewing kit if not.
“With a good sail repair kit a sail can always be repaired,” the crew on Penny Oyster advise. Grand Soleil 46LC Mandalay suffered a torn clew and luff in their headsail and a torn batten pocket in the main, but report all were “hand stitched or taped and held OK”. After the A-sail “ripped from leech to luff” on the new Oyster 595 JaZoFi, the crew stitched and taped the 12.5m tear, “but only had a 25m roll of 50mm tape”. Frustratingly, the repair only lasted an hour.
Chafe to sheets and halyards is the other biggest issue on long downwind passages. “We had chafing on pole ends caused by metal eyes on sheets,” Jeanneau Sunshine 38 Cloud Jumper warns. “We failed to use plastic balls to prevent damage until too late.”
There were also a large number of halyard failures last year, including two spinnaker halyards and the genoa halyard on the Alloy Yachts Irelanda alone.
Amel 60 Mrs G and Jeanneau Sun Odyssey 44 Moyfrid both snapped gennaker halyards: “the halyard fell down inside the mast – unable to retrieve it while underway,” Moyfrid bemoans. “Carry spare halyards to replace any that chafe or break,” is Hermione III’s advice.
Having compiled this survey for over 15 years, it’s clear to see that ARC yachts are getting newer and larger and their owners are increasingly happy to spend that bit extra to get the best out of their yachts or find their ideal sailplan.
Today’s easily set and handled Code sails and asymmetrics offer a completely transformative experience during most of the test sails I do on these new boats. But for a tradewind passage I’d choose a specialist downwind sail, budget and space willing, and/or make sure I had a pole and headsail large enough to goosewing effectively.
Know your sails’ limits (in wind and waves) and what you would default to over certain strengths, remembering that tradewinds can be strong for days and nights at a time.
Then get comfortable with your downwind setup so all crew can safely manage and ideally reef it short-handed, identify chafe points in advance, and have a backup plan including spares and repairs.
Your dream crossing should be just that, so take the stress out in advance if you can – and enjoy the ride!
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By relevart , January 25, 2006 in River Cruising
This is my first time with GCT and I was very disappointed when they said they were substituting a WWII memorial and Victory Park tour for a tour of the Kremlin and Armory Museum. We can take the Kremlin Armory tour for $60.00. The War Memorial and Victory Park tour was originally $45.00. They say it is because people didn't like the Kremlin and Armory Museum tour. It looks like a bait and switch to me. I can't imagine people not wanting to visit the Kremlin and Armory. If any of you have done this cruise I would be curious what you thought about these tours.
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We took the GCT Russian cruise two years ago. I would not go to Moscow without going inside the Kremlin and the Armory. I don't understand droping that tour from the trip.
We're on the GCT Moscow/St. Petersburg September 6th cruise and have gotten the notification about the tour changes. We were going to do both anyway, so it's just a higher cost.
Anyone else going on this date?
Believe me, no matter what do take the Kremlin tour. If you have no other possibility, I can recommend an excellent local guide for you. I am a Cruise/Tour Director for AVALON and we will have the Kremlin Armory included and this would never be replaced for something else, UNLESS there is an official event going on in the Kremlin on the date you are there. This is the only possibility. The Kremlin regularly closes the doors without good reason (visit of a foreign dignitary or so).
Check this with Granc Circle (that is your cruise company am I right?)
Thank you Heintje. If you could give me the local guide info if he is able to pick us up at the boat I would be grateful. My e-mail address is [email protected] . All the Grand Circle tours have been switched from the Kremlin so I don't know what the problem is.
The name of the guide is IRA, She has been my local guide several times, and is specialized in Kremlin and Armory (also the treasury). She is prefered guide for individual guests of some of Moscows top hotels. Her e-mail address is:[email protected]
When you write her, you can mention that you received her name and address through me: Hendrik Jan from Holland.
I will sent a copy of this message to your e-mail address.
Good luck and let me know if you managed to get in touch with her; [email protected]
I am becoming less and less enamored with GCT as time goes on. I sent my Russian visa application to the agency GCT recommended the middle of January, after I called them and asked if I could send it early because I have a 31 day cruise on Orient Lines beginning 3/11. They said yes. Weekly calls and e-mails with promises to get it to me have not been much help. Finally, this week they said it would not be approved until the middle of March because GCT Russia is holding them up, I told them I had sent it to them early because I had an earlier cruise. So, for USD$100 they say I can get it back by March 1. When I e-mailed GCT they said that is why they sent out the Visa application so early. It looks to me like it doesn’t matter when they sent it out but GCT Russia is not going to send the applications in until the middle of March. I was also told by the agency that once the application is approved it would take two weeks for the Embassy in DC to put the Visa in the passport. If I miss my 31 day cruise I will not be happy and it is off to an attorney as I have done everything I can possibly do.
You may want to read the thread on the Frommers site about Grand Circle and their loss of Better Business Bureau Certification.
We have had both good and bad expeiences with GCT. Better to be informed.
http://www.frommers.com/cgi-bin/WebX...2Ft^[email protected]
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