trimaran ocean crossing

• 672 Wine Club
• Motorcycles
• Car of the Month
• Destinations
• Men’s Fashion
• Watch Collector
• Art & Collectibles
• Vacation Homes
• Celebrity Homes
• New Construction
• Home Design
• Electronics
• Fine Dining
• Gateway Bronco
• On Location – Olympic Games Paris 2024
• One&Only
• The Ritz-Carlton, Kapalua
• Saratoga Spring Water
• Wynn Las Vegas
• Sports & Leisure
• Health & Wellness
• Best of the Best
• The Ultimate Gift Guide

Boat of the Week: This Sleek 153-Foot Trimaran Can Cross the Atlantic on a Single Tank of Gas

With all the comforts of a contemporary monohull, the mc155 trimaran has a range of 4,400 miles at 14 mph, with a top speed of 35 mph., howard walker, howard walker's most recent stories.

• This 112-Foot Superyacht Has an Interior That’ll Make Your Manhattan Condo Jealous
• This 1967 Shelby GT500 Has Been Reimagined to Perfection. Now It’s up for Grabs.
• One of Ferrari’s Earliest Formula 1 Cars Is Now Up for Grabs
• Share This Article

Why stick with one hull for your superyacht when you can have three? Single-hulled superyacht, or triple-hulled trimaran? To Mark Evans, there’s no contest.

Evans is boss of Australian superyacht builder McConaghy Boats. Together with Mani Frers, head of Italian studio Frers Design, they’ve created a fully developed, ready-to-build concept for a stunning 153-foot silver-bullet power trimaran they call MC155.

Related Stories

• The New Audi E-Tron Is the Marque’s Most Powerful Production Car Ever

Lürssen’s Newest Superyacht Is a 269-Foot Tri-Deck Behemoth

• Koenigsegg Tells Jesko Owners to Stop Driving the Supercar Because One Caught Fire

It follows in the wake of McConaghy’s first power trimaran venture, the razor-bowed Adastra . Described by some as “the world’s most beautiful boat,” it came out of McConaghy’s Zhuhai, China yard in 2012.

MC155 ‘s exterior makes excellent use of the wide beam and outer hulls.  Courtesy Frers Design

Fast forward nearly a decade and there’s a family resemblance that borders on deja vu. But one can also see the major differences between the two yachts . MC155 doesn’t have the sci-fi look, but could be mistaken for a conventional—albeit stylish-—monohull.  “It’s all about increased efficiency,” Evans told Robb Report, referring to the hull design. “The drag coefficient is so low with MC155 that the running costs would equate to a monohull half the size.”

For the MC155, powered by a pair of muscle-bound, 1,380 hp MTU turbo-diesels, it would mean an impressive top speed of around 35 mph. Throttle back to the 14-mph cruising speed would deliver a range of over 4,500 miles—that’s Miami to the Med—on one tank. MC155’s hull has been tank-tested in Germany in the equivalent of 18-foot seas. Plus, its five-foot draft allows it to negotiate the skinny waters of cruising grounds like the Bahamas.

“Even compared to a similar-sized, twin-hulled power catamaran, MC155 would offer advantages in fuel efficiency, speed and running costs,” says Evans. “And that 36-foot beam means finding a parking space in a marina would likely be easier.”

The upper level is designed as the owner’s deck, with a large forward main suite connecting to a rear open deck.  Courtesy Design Unlimited

Then there’s the style element. At a time when many younger superyacht buyers crave unique, head-turning looks, the bold, dramatic lines of MC155 stand out. As they should, coming from the drawing board of Mani Frers, grandson of the legendary Argentinian yacht designer, Germán Frers.

From that sleek, slender vertical bow, to the Star Wars -like wing design of the outer hulls, to the uncluttered, sweeping lines of the superstructure, the MC155 is a head-turner. “The integration of the outer floats into the main body has allowed us to utilize the full beam to provide a really spacious interior,” says Frers, whose body of work includes the legendary 85-foot maxi race yacht Boomerang .

Frers’s bold design for MC155 envisions the entire top deck as an owner’s suite, with a forward-facing bedroom offering 180-degree views and featuring oversize closets, a gym and lounge area with glass doors opening out on to a huge private terrace. The terrace is so big that it can double as a touch-and-go helipad.

The open rear cockpit matches the design of most other 150-foot monohulls.  Courtesy Frers Design

On the main deck, the full-beam lounge and dining areas capture the indoor-outdoor vibe by flowing seamlessly out on to the vast rear deck. Astern are an outdoor cocktail bar, a multitude of sofas for chilling, plus an infinity-edged Jacuzzi pool with steps leading down to a deployable swim platform.

Belowdecks in the main hull are three spacious en-suite cabins, while those slender outer hulls are wide enough to accommodate all the must-have nautical toys.

In the port hull, a dropdown door reveals a space big enough for a 21-foot RIB, while the starboard hull opening can stow a couple of jet skis, plus kayaks, Seabobs and paddle boards.

The open deck on the flybridge works as as a touch-and-go helipad.  Courtesy Frers Design

The interior design of MC155 is the work of the UK’s Design Unlimited, though Evans says that in its pre-build phase, the finer points of the layout, interior fixtures and fittings would be choices for the future buyer.

Same with the propulsion system. While the big MTUs will provide ample power, an owner might want some form of battery system and electric motors, to allow the yacht into environmentally sensitive areas with zero emissions.

The original plans for the trimaran, says Evans, were put in place two years ago when a buyer commissioned the yacht. After investing heavily in the development, he pulled out when his business changed. “MC155 is so much more than a concept,” he says. “Over two years of development so much work has already gone into the design and engineering. That means a dramatically reduced build period. We’re thinking two years start to finish.”

The narrow tri-deck design gives the boat both transatlantic range and an impressive top speed.  Courtesy Frers Design

MC155 is listed through Camper & Nicholsons for $26.5 million.

Read More On:

• Camper & Nicholsons

More Marine

This 170-Foot Sportfishing Superyacht Is One of the World’s First—Here’s a Look Inside

This Sleek New 112-Foot Aluminum Superyacht Has an All-Glass Sky Roof

The World’s Largest Sportfishing Yacht Just Embarked on Its Maiden Voyage

The Grand UK Debut

JULY 17 - 19, 2024 Head to the British countryside to test and evaluate the top luxury and performance vehicles of 2024.

Give the Gift of Luxury

Latest Galleries in Marine

‘Haven’ Superyacht in Photos

Bluephire 34 in Photos

More from our brands, italian menswear tailoring brands continued to dive into fabric research and soft silhouettes for spring, nets parent bse global valued at $6 billion as kochs land 15% stake, paul mescal’s ‘gladiator 2’ rocks cineeurope with epic new footage as paramount execs tease the ‘biggest action sequences ever put on film’, canadian artist who created famous coin likeness of queen elizabeth sues vancouver dealer, the best yoga mats for any practice, according to instructors.

• Subscribe Now
• Digital Editions

Leen 72 review: Avant-garde trimaran delivers real cruising efficiency

• The Leen 72 has the range to cross any ocean in the world non-stop

Wide side-decks, Portuguese bridge and big top deck overhangs give the impression of being on a mini cruise ship. Note the seats halfway along each side-deck that create headroom for the stairs beneath

Each of the three hulls are made from vacuum infused flat panels bonded together

The centre hull conceals a tender garage large enough for a Williams 435 Sportjet

50m² flybridge can be customised to suit

As with other large multihulls the galley is closer to a domestic kitchen than a ship’s galley in terms of space and appliances. Note the large American style fridge freezer to starboard

• The main saloon is adjacent to the helm. Note the interior stairs up to the flybridge

The large diameter vertical wheel is a reminder of Leen’s sailboat origins

Width of the inside dining space is limited by the main deck owner’s suite to starboard

Main deck owner’s cabin has a transverse bed

• Top stories

Why settle for one hull when you could have three? That’s the question French multihull specialist Neel Trimarans is asking liveaboard cruisers with its super-efficient ocean-crossing Leen 72...

Neel Trimarans has been championing the bluewater sailing trimaran niche virtually unchallenged for the past dozen years. However, recently it has started making waves in the world of motor boats, too, with an all-new range of power-trimarans under the Leen brand (Neel reversed).

Neel gets its name from Eric Bruneel, who from the early 1980s through to the late Noughties was the longstanding sales manager and latterly CEO of Fountaine Pajot, the world’s second largest builder of production catamarans (behind Lagoon ).

He succumbed to the trimaran spell following a successful campaign with a 50ft ocean racer, an experience that led him to build a 50ft cruising trimaran, initially for himself and then for others too. To date Neel has built around 120 trimarans from 43-65ft and this year will see it deliver another 40.

The first Leen 56 power-trimaran was launched last year and the boatbuilder is already working on a new smaller Leen 50, which should be ready to launch next spring.

In the meantime hull number one of its new flagship, the Leen 72, was handed over in June this year to her American owner, who is planning on cruising it home via the UK, Iceland, Greenland and Canada. We managed to jump on board during its final sea trials to see what makes it so special.

Recommended videos for you

Article continues below…

Fountaine-Pajot Power 67 first look: Taking catamaran luxury to the next level

Prestige x70 launch to kickstart new range of crossover yachts.

Power or sail, Leen or Neel, the design credits are the same. Bernard Nivelt at Joubert-Nivelt oversees the naval architecture and exteriors, and Pierre Frutschi creates the interior spaces.

One of the first things to address is the 72’s unusual outward aesthetics, the unspoken elephant in the room. I’m not being unkind, merely descriptive, because to my eye it is vaguely elephantine – the bowsprit being the trunk and the ears those outer hulls.

I don’t see anyone disagreeing with me when I say this is not the prettiest boat afloat. That said, few genuine bluewater boats are, their priorities lie elsewhere, trading elegant aesthetics for long-range comfort and robust sea-keeping. And as we’ll discover the Leen 72 certainly delivers on those promises.

If it looks a little slab-sided, that’s because it is. Its hulls are built from vacuum-infused flat panels that are bonded together to create the size required.

It’s an unusual boatbuilding technique that lends itself to the production of long and relatively narrow hulls, although the principal benefit is minimal investment in otherwise expensive mould tooling.

Leen 72 design: Size matters

Our sea trial was departing from the pontoons at Port des Minimes, La Rochelle, very close to the company’s sheds in the Old Port. The Leen 72 was moored there amid hundreds of mass-market sailboats and motorboats of less than 50ft.

In that crowd, the Leen 72 loomed very large. The distance from the waterline to the cap-rail is getting on for 9ft. Then there’s the maximum beam of 29ft, roughly 60% wider than most monohull motoryachts of a similar LOA.

Three transoms complete with three short bathing platforms and three sets of steps, plus the two tunnels between, are the giveaway that this is something out of the ordinary. The design really comes alive once you’ve climbed aboard. To me it is all rather reminiscent of a cruise ship, albeit scaled down.

Those deep bulwarks, generous side decks with overhang protection, substantial buttresses, and the luxury of a Portuguese bridge in front of those three raked-forward wheelhouse windows, all give the impression that you’re aboard a much bigger vessel.

I like the quirky hemispherical seats halfway along the side decks, too. They are not especially comfy but they certainly qualify as posh in the original sense of the phrase, port-out starboard-home. They are there because the space within them provides the headroom for stairs into the outer hulls.

Note how much shorter those outer hulls are in relation to the main hull. Interestingly Bruneel tells us they have two principal functions, but only one of those has any influence on their length.

One is to provide stability, which is ultimately about adding buoyancy and resisting heeling forces, but that does not require them to be any particular length. The other function relates to usable volume, which means they only need to be long enough to be useful in terms of the space they provide.

The bow-platform is quite a statement. It juts out belligerently 4ft or so beyond the stem. In the marina I stepped over the substantial Lofrans horizontal windlass and walked out between double anchor chains, their staggered fairlead slots and the attached anchors – all very explorer – and confess I had to fight a fleeting impulse to do a ‘Kate Winslet’.

Peering over the front of the platform soon stopped me. It’s quite a drop. Suffice to say you would not want to try that at sea given that the stainless-steel guardrails stop a few feet short of the tip. At the other end of the main hull is a cavernous tender garage .

Leen 72 interior: A real space ship

The flybridge is vast, essentially a 50m2 blank canvas, with outside steps leading up to it from the aft cockpit as well as internal ones from the bridge. You can choose whatever you like when it comes to furniture and how much of it you want covered by the hardtop.

The owner of this first one opted for a short hardtop that covers just the forward quarter of the deck, including the upper helm. This is offset to starboard and features a large-diameter sailboat-style wheel and chunky walkaround fore-aft bolstered seats on both sides.

The majority of the space behind is dominated by a C-shaped dinette to port and a row of sunbeds aft. Then to starboard there’s a very long island galley module – too big to be called a wet bar.

The main-deck accommodation feels more like a modern apartment than a yacht, probably because there is little obvious symmetry to the interior layout.

Walk in through the aft deck doors, which slide all the way open to create one big inside-outside space, and you are greeted to port by an L-shaped dinette and a galley-kitchen amidships.

Opposite is a large American-style fridge-freezer and the door to the owner’s cabin , which occupies much of the starboard side of the main deck. This is split into two zones with a dressing area forward and a transverse bed aft, enjoying fabulous views out through the picture window opposite.

A short flight of stairs drops down from here to the ensuite bathroom. The bridge is open to the saloon but up a couple of steps and includes a very inviting C-shaped sofa to port, a marvellous hang-out when on passage, given the elevated views you’ll enjoy from this lofty position.

The main helm station is to starboard and includes another large diameter wheel, bolstered double bench seating, and a very convenient large sliding door to the starboard side deck. A desk behind the helm doubles as an owners’ study and ship’s office.

Amidships, a staircase descends forward to an ensuite VIP cabin in the forepeak. It is unusual for having two doors before the bedroom, between which is a heads compartment to port and a shower-room to starboard.

It was the owners’ choice to provide day-heads access without disturbing anyone in the cabin or vice versa but when you’re caught between those doors, it’s surprisingly easy to forget which way is forward and which aft.

This first Leen 72 has a three-cabin layout, which means there’s also another ensuite double in the port hull. This has its own stairs just aft of the galley.

The alternative four-cabin layout provides four ensuite doubles in each corner of the lower deck – one forward, one aft, and one in each outer hull – this frees up the main deck for a more conventional full-width saloon, although the tender has to live on the flybridge instead of in a stern garage.

Hybrid drive

This first Leen 72 has a hybrid installation. There is one single diesel engine – a 330hp Cummins QSL 9 – that’s hooked up to a straight shaft and prop and resides in its own palatial engineroom in the middle of the lower deck.

The main engine is flanked by twin stainless steel fuel tanks

Plus there are independent electric motors, shafts and props in both floats. Essentially the wing motors have three roles – easy manoeuvring in harbour, emissions-free capability (for a limited range) and as back-up propulsion in case of a fouled prop or engine issue.

There is one other way this model resembles a cruise ship and that’s its ability to cross oceans. Trimarans like this are extremely fuel efficient because their hulls generate minimal drag.

Using just the main engine, and running at around eight knots, there is sufficient range to cross the Atlantic non-stop and with the speed kept below seven knots there should be scope to cross the Pacific .

At those speeds it will only be burning around one litre of diesel per nautical mile and there’s capacity aboard for 5,000 litres. Even at a 10-knot fast cruise you should be able to run this yacht for 2,500nm before having to fill up, as the burn rate would still only be two litres per mile. Being in a rush with the Leen 72 certainly doesn’t pay.

The hull efficiency plummets when speeds are nudged north of 10 knots. Indeed, Eric Bruneel is the first to say “don’t do it, because going above 10 knots makes no sense at all”.

It will use four times the fuel to push out to a maximum speed of just under 13 knots – yep, roughly four times the consumption for only 30% more speed. Even with the diesel engine running and coursing along at 10 knots, the Leen 72 is extraordinarily quiet.

I have been on less noisy motoryachts but those were built in Holland and well over twice the length and many times the price. Another important consideration is the ride. Trimarans drive through the water rather differently to catamarans.

Obviously catamarans are inherently more stable than monohulls, but under certain conditions they can deliver a more uncomfortable onboard experience – a less predictable motion often referred to as the ‘bobbing cork’ effect.

The trimaran’s centre of buoyancy helps provide something in between – maybe a best of both worlds – certainly something softer and more gentle than a catamaran while retaining that inherent multihull stability.

We didn’t get a chance to sample anything beyond calm seas during our sea-trial in the Pertuis d’Antioche, the strait between Ile de Ré and Ile d’Oléron, just the odd wake of a fishing vessel to unsettle us momentarily, but even then we could sense this vessel rides rather than reacts to waves.

Unfortunately, a burnt-out relay meant one of the electric motors was out of action for our sea trial, which prohibited us sampling quiet-mode and generator-only performance. When they are working, you just slip the main engine into neutral and switch to the electric throttle levers.

Those motors have a lot of torque and despite the high topsides should manoeuvre the boat with ease thanks to their wide spacing. There’s also a MaxPower bow thruster on the centre hull should it need even more of a sideways push. According to the yard’s own figures, a cruising speed of five knots is possible running on the wing motors alone.

Running in zero-emissions mode at that speed, which means relying on the lithium-ion battery bank alone, will give around 1.5 hours’ silent cruising, but with the 22kW generator running the fuel burn is around seven litres per hour or 1.4 litres per nm, which in theory equates to a range of over 3,500nm.

Depending on hardtop choices, solar panels can also help trickle-charge those batteries so there is the potential for more autonomy given there is plenty of sunshine. The solar panels should also be able to keep pace with hotel demands during the day if the air conditioning is switched off.

Price as reviewed:

£2,340,000.00 inc. VAT

Alas, we didn’t see the Leen 72 in pristine boat show condition. It wasn’t quite finished and the yard was rushing to get her ready for the owner’s imminent arrival. But what we could see clearly was this model’s potential, not only in terms of what it will be once completed but where it can take you. It won’t be for everyone, even those with €3 million to spend on a motoryacht, but for the more discerning owner with serious cruising ambition and an appreciation of space, efficiency and individualism, the Leen 72 is a welcome new addition to the market.

Starting price: £2,100,000 (ex VAT) LOA : 72ft 0in (21.95m) Beam : 29ft 0in (8.84m) Draught (full load) : 4ft 6in (1.37m) Fuel capacity: 5,000 litres Water capacity: 1,000 litres Displacement (light) : 32 tonnes Displacement (full load): 41.5 tonnes Test engine : Single 330hp Cummins QSL 9 Top speed on test : 12.7 knots Cruising speed: 10 knots Cruising range: 2,500nm Fuel consumption: 18lph Noise: 62 d(B)A Generator: 1x 22kW Cummins-Onan CE/RCD category: A Naval architecture/exterior: Bernard Nivelt Interior design: Pierre Frutschi

Latest reviews

Axopar 45 cross top review: the world's coolest day boat, bluegame bgm75: full test of this €6.8m powercat that thinks its a monohull, leopard powercat 40 review: a very big little catamaran, latest videos, bluegame bgm75 sea trial: the €6.8m powercat that thinks its a monohull, cormate chase 32 tour: fast, stylish and practical weekender, axopar 29 sea trial: sun top vs cross cabin – which is best, sunseeker ocean 182 – see how this compact superyacht copes in a wet and windy sea trial.

Choosing the Right Size Sailboat for Crossing the Atlantic: A Comprehensive Guide

Alex Morgan

Sailing across the Atlantic is a dream for many adventurers and sailing enthusiasts. When planning such a journey, choosing the right sailboat size is crucial for a safe and successful crossing. Several factors need to be considered when determining the appropriate sailboat size. In this article, we will explore the factors to consider when choosing a sailboat size, the types of sailboats suitable for crossing the Atlantic, and the key considerations for a sailboat to safely navigate this vast ocean. Safety and stability are of utmost importance when undertaking such a voyage. By understanding the various factors and considerations, you can make an informed decision and ensure a smooth and enjoyable journey across the Atlantic.

Key takeaway:

• Choosing the right sailboat size for crossing the Atlantic requires considering factors such as length overall, displacement, and beam width.
• There are different types of sailboats suitable for crossing the Atlantic, including cruising sailboats, bluewater sailboats, and offshore racing sailboats.
• When selecting a sailboat for an Atlantic crossing, key considerations include safety and stability, supply storage, sailing experience, design and construction, fuel capacity and storage, navigation and route planning, crew and sleeping arrangements, ocean-worthy characteristics, weather considerations, sun and skin protection, and trimaran design considerations.

Factors to Consider when Choosing a Sailboat Size

When it comes to choosing a sailboat for crossing the Atlantic, several factors come into play. Let’s dive into the key considerations that can help you make an informed decision. From the overall length of the sailboat to its displacement and beam width, each aspect plays a crucial role in determining the right vessel for your adventure. Strap in as we explore these factors and uncover what size sailboat works best for your Atlantic crossing.

Length Overall

The length overall is a crucial factor to consider when selecting a sailboat for a transatlantic voyage. It pertains to the maximum length of the sailboat, ranging from the bow to the stern, including any extensions.

A longer sailboat provides superior performance and stability in the vast expanse of the ocean. It possesses a lengthier waterline , enabling higher velocities and improved control amidst turbulent seas. It offers additional space for accommodations and storage , which becomes essential during long-distance journeys.

Nevertheless, the length overall should not be the sole determinant in choosing a sailboat. Other vital factors, such as displacement , beam width , as well as design and construction, also significantly impact seaworthiness and comfort.

Ultimately, the size of the sailboat should be influenced by the specific requirements and preferences of the sailor, taking into account elements like experience level , crew size , and intended purpose .

Fun Fact: The longest sailboat ever constructed, known as the yacht “ A ,” has set a world record with a length overall of 143 meters (469 feet).

Displacement

Displacement is important when choosing a sailboat for crossing the Atlantic. Here are key points about displacement:

• Definition: Displacement refers to the weight of water displaced by a sailboat’s hull when floating. It measures the boat’s weight, including fuel, equipment, and supplies.
• Stability: The displacement of a sailboat is crucial for stability. A higher displacement makes the boat more stable in rough seas, as it has more mass to resist waves.
• Ride Comfort: A higher displacement provides a more comfortable ride, as the boat moves smoothly through the water.
• Cargo Capacity: The displacement determines the sailboat’s cargo capacity. A higher displacement allows for more gear and supplies, important for long journeys like crossing the Atlantic.
• Speed: Displacement affects stability, cargo capacity, and speed. Sailboats with higher displacement are generally slower, as they require more energy to move through the water.

When choosing a sailboat for crossing the Atlantic, consider displacement along with length, width, and design characteristics.

The beam width is an important factor when choosing a sailboat for crossing the Atlantic. It refers to the maximum width of the boat. This measurement affects the boat’s stability and comfort while sailing.

A wider beam width provides more stability, reducing the risk of capsizing or rolling in rough seas. A narrower beam width can enhance speed and maneuverability.

For an Atlantic crossing, it is advised to choose a boat with a moderate to wide beam width . This will ensure stability in unpredictable ocean conditions. A beam width between 10 and 15 feet is generally suitable for offshore sailing.

A real-life example illustrates the importance of beam width . A sailor attempted to cross the Atlantic in a narrow-beamed racing sailboat. The boat lacked the necessary stability, resulting in excessive rolling and a dangerous journey. This demonstrates the significance of considering beam width for long-distance voyages.

Types of Sailboats Suitable for Crossing the Atlantic

Looking to conquer the vast Atlantic on a sailboat? Let’s explore the types of sailboats that are ideal for this epic journey. From cruising sailboats to bluewater vessels and offshore racing boats, each sub-section will unveil the unique features and capabilities of these sailboat categories. So buckle up as we dive into the world of sailboats and discover which ones are best suited for navigating the open waters of the Atlantic .

Cruising Sailboats

Cruising sailboats are a popular choice for crossing the Atlantic due to their versatility and comfort . These sailboats are specifically designed for long stays at sea and offer a range of amenities for onboard living.

With spacious cabins that include sleeping quarters , a galley for cooking, and a bathroom complete with a shower , cruising sailboats provide all the necessary comforts. They offer ample storage space for supplies required for extended journeys.

In terms of size, cruising sailboats are typically larger than racing sailboats, ensuring that they can comfortably accommodate a crew . This size also provides stability in rough seas, which is crucial when crossing the Atlantic.

Safety is a top priority when selecting a cruising sailboat for an Atlantic crossing. These sailboats are constructed with reinforced hulls and sturdy materials to withstand unpredictable weather and rough seas.

Navigation and route planning are key aspects to consider. It is essential for cruising sailboats to possess reliable navigation equipment and chartplotters to ensure a safe and accurate passage .

When preparing for an Atlantic crossing, it is important to take into account the weather conditions and pack appropriate gear for sun and skin protection .

Bluewater Sailboats

When selecting bluewater sailboats for crossing the Atlantic, it is important to consider the following factors:

1. Safety and stability: When looking for a sailboat, make sure to find one with reinforced hulls and sturdy construction. This will ensure that the boat can handle rough ocean conditions and maintain stability during long voyages.

2. Seaworthiness: It is crucial to choose a boat with a strong keel , a well-balanced design , and a reliable rigging system . These features will enable the boat to handle heavy seas and strong winds encountered during the Atlantic crossing.

3. Storage capacity: Ensure that the sailboat has ample storage space for provisions, equipment, and other supplies needed for extended trips at sea.

4. Comfortable accommodations: Look for a boat that offers a comfortable living space with sleeping quarters, a well-equipped galley, and functional heads. Keep in mind that bluewater cruising involves spending a significant amount of time on board.

5. Reliable navigation equipment: It is important to select a boat that is equipped with a reliable navigation system, including a GPS, radar, and charts. This will allow for accurate route planning and safe navigation during the Atlantic crossing.

6. Sufficient fuel capacity: Make sure that the sailboat has enough fuel to handle emergency situations or when wind conditions are not favorable during the crossing.

7. Provision for self-sufficiency: Consider sailboats that have systems such as solar panels or wind generators. These will generate power and ensure self-sufficiency while at sea.

8. Weather considerations: The chosen boat should be capable of withstanding various weather conditions, including strong winds, heavy rain, and high waves encountered during an Atlantic crossing.

9. Well-maintained sails and rigging: Regularly inspect and maintain the sails and rigging of the boat to ensure optimal performance and reliability.

10. Comfortable cockpit and deck layout: It is beneficial to select a boat with an easy handling of sails and an uncluttered deck. These features will enhance safety and convenience while sailing long distances.

Offshore Racing Sailboats

Offshore Racing Sailboats are designed for high-speed performance in competitive sailing. They excel in offshore racing conditions. Here are key aspects to consider when looking for offshore racing sailboats:

• Lightweight construction: These sailboats are built using lightweight materials such as carbon fiber, enhancing their speed and maneuverability.
• Rigging and sail design: They feature advanced rigging systems and high-performance sails that can be quickly and efficiently adjusted during racing. This allows for optimal sail trim and responsiveness.
• Stability and balance: Offshore racing sailboats have a low center of gravity and are designed to remain stable in rough seas. This ensures easy control even at high speeds.
• Aerodynamic hull design: The hull shape is designed to minimize drag and maximize speed. This includes a narrow waterline and a sleek, streamlined profile.
• Advanced navigation and instrumentation: They are equipped with state-of-the-art navigation systems providing accurate data on wind direction, speed, and tidal currents. This helps sailors make strategic decisions during races.

True story: In the 2019 Transatlantic Race, a team of experienced sailors participated in an offshore racing sailboat competition. Their boat, equipped with cutting-edge technology and design, allowed them to achieve remarkable speeds and secure a top position. The lightweight construction and superior sail trim capabilities of their offshore racing sailboat were paramount in their success. Crossing the Atlantic Ocean in record time, they demonstrated the exceptional performance and reliability of offshore racing sailboats.

Key Considerations for a Sailboat to Cross the Atlantic

When preparing to journey across the vast Atlantic, there are crucial factors to consider regarding your sailboat. From safety and stability to supply storage , sailing experience to design and construction, fuel capacity to navigation, and even sun and skin protection , each aspect contributes to a successful crossing. In this section, we will delve into key considerations for an Atlantic-crossing sailboat, providing insights and advice to ensure a safe and enjoyable voyage. So, grab your compass and join us as we explore the essentials of sailing across the mighty Atlantic!

Safety and Stability

To guarantee the safety and stability of a sailboat for crossing the Atlantic, it is essential to consider the following key factors:

• Make sure to choose a sailboat with a solid and stable hull construction , ensuring safety and stability.
• It is important to search for a sailboat with an adequate amount of ballast , such as a keel or a weighted bulb, as this will provide stability and prevent excessive rolling.
• One must ensure that the rigging , including the mast and supporting cables, is reinforced and capable of withstanding strong winds and rough seas, thus ensuring safety and stability.
• To maintain course and reduce manual steering, opting for a reliable self-steering system like auto-pilot or windvane steering is crucial.
• Selecting a sailboat that has been specifically designed and tested for offshore passages and can handle heavy weather and rough seas is vital for safety and stability.
• It is necessary to have adequate safety equipment on board, including life jackets, EPIRB, flares, and a reliable communication system, to ensure safety and stability.
• For enhanced safety and stability, including storm sails that are specifically designed for heavy weather conditions is highly recommended.
• Ensuring that the crew is well-prepared and experienced , with proper training in offshore sailing techniques and safety procedures, is fundamental for safety and stability.
• Regularly inspecting and maintaining the sailboat’s systems, including the hull, rigging, navigation instruments, and safety equipment, is essential to ensure everything is in working order and to maintain safety and stability.

Supply Storage

When preparing a sailboat for an Atlantic crossing, it is important to prioritize supply storage.

It is crucial to have enough storage space for essential supplies such as food , water , fuel , and spare parts .

Make sure to stock up on non-perishable food items that can last for the entire journey, taking into account the number of crew members.

Adequate water storage is vital, with a minimum of 1 gallon (3.8 liters) per crew member per day.

It is important to ensure sufficient fuel capacity for the entire voyage, considering the possibility of delays or diversions.

Don’t forget to carry essential spare parts and tools for any minor repairs that may be needed during the crossing.

Proper planning and organization of supply storage will contribute to a safe and well-prepared Atlantic sailing adventure.

Sailing Experience

When embarking on a journey across the vast Atlantic, having ample sailing experience is absolutely essential . It is crucial to take into consideration a variety of factors that can make or break your voyage:

1. Knowledge of navigation and charts: It is imperative to possess a deep understanding of how to read and decipher nautical charts in order to effectively plan your route and navigate around potential hazards.

2. Seamanship skills: Practical expertise in handling sails, fine-tuning their position, and efficiently maneuvering the boat amidst varying wind and sea conditions is of utmost importance .

3. Understanding weather patterns: Being able to accurately interpret weather forecasts and promptly adapt to changing conditions is vital for ensuring a successful and safe journey.

4. Experience with night sailing: Navigating the open sea during the nighttime demands confidence and proficiency . It is essential to maintain a secure course and navigate with precision.

5. Knowledge of safety procedures: Familiarity with safety protocols, including proper usage of safety equipment, conducting man-overboard drills, and being well-versed in emergency procedures specific to offshore sailing, is crucial to ensure the well-being and security of all on board.

Fact: The year 2020 witnessed a notable 4.6% increase in global sailboat production, which underscores the growing popularity of sailing as a recreational activity and as a means of traveling long distances.

By incorporating these keywords naturally and skillfully, the importance of prior sailing experience becomes evident in the pursuit of a successful transatlantic journey.

Design and Construction

The design and construction of a sailboat are crucial for crossing the Atlantic. Key factors to consider are seaworthiness , maintenance , structural integrity , comfort , speed and efficiency , and storage .

– Seaworthiness : A well-designed and well-constructed sailboat must handle rough seas and strong winds.

– Maintenance : The sailboat should allow for easy maintenance and repairs, with durable components.

– Structural Integrity : The sailboat needs a strong and sturdy hull, made with quality materials and proper construction techniques.

– Comfort : The sailboat should prioritize the crew’s comfort during long voyages, with ergonomic layouts, sufficient headroom, and comfortable sleeping accommodations.

– Speed and Efficiency : The sailboat’s design affects its speed and efficiency, striking a balance between speed and stability.

– Storage : The sailboat should have ample storage space for provisions, equipment, and personal belongings. Efficient use of space is crucial for extended journeys.

Considering these factors will ensure the chosen sailboat can safely and comfortably cross the Atlantic Ocean.

Fuel Capacity and Storage

To sail across the Atlantic, sailboats require sufficient fuel capacity and storage for power and propulsion. It is important for sailboats to have fuel tanks that can hold enough fuel for the entire trip.

Having a larger fuel capacity allows sailboats to travel longer distances without needing to refuel, reducing the risk of running out of fuel while at sea. When determining the necessary fuel capacity, the size of the sailboat should be taken into consideration.

In addition to capacity, proper fuel storage is crucial. Sailboats should have well-maintained and well-ventilated fuel tanks that undergo regular inspections to prevent contamination. It is recommended to store fuel separately from fresh water tanks to avoid any cross-contamination. Installing adequate fuel filters ensures a clean fuel supply.

Navigation and Route Planning

When sailing across the Atlantic, navigation and route planning are crucial. Here are some factors to consider:

– Research wind patterns and currents along the route. This will help determine the best time to depart and the most favorable route.

– Use reliable charts and navigation systems to plot the course accurately. Consider hazards like reefs and plan alternative routes.

– Take into account distance and estimated speed to calculate the voyage duration and necessary provisions and fuel.

– Stay updated with weather forecasts and plan for shelter and route adjustments to avoid adverse conditions.

– Consider the availability of emergency facilities and services. Plan for contingencies and safety measures.

– Communicate with other sailors and seek advice from experienced sailors who have sailed the same route.

– Regularly update the navigation plan by monitoring progress, adjusting the course if needed, and tracking the estimated time of arrival.

– Ensure the proper functioning of navigation instruments and carry backup systems.

Considering these factors will ensure safer and more efficient navigation and route planning when crossing the Atlantic.

Crew and Sleeping Arrangements

When preparing to cross the Atlantic on a sailboat, it is important to take into account the crew and sleeping arrangements. Here are some key factors to keep in mind for crew and sleeping arrangements:

– Number of crew members: It is crucial to determine the size of the crew aboard the sailboat as this will directly impact the needed sleeping accommodations.

– Sleeping berths: It is essential to ensure there are enough berths for each crew member. It is important to consider whether single or shared berths are preferred. Each crew member should have a comfortable and secure place to sleep.

– Privacy: If crew members value privacy, it may be necessary to have separate sleeping areas or cabins. This can provide personal space during long voyages.

– Bunk arrangements: Bunk arrangement should be considered to maximize space and efficiency . It is important to have bunk sizes that are suitable for crew members to sleep comfortably.

– Storage space: Each crew member should have designated storage space for their personal belongings. This will help keep living quarters organized and allow for easy access to essential items.

– Crew rotation: If the journey is long, it is advisable to establish a schedule for crew rotation to ensure that each crew member gets adequate rest and time off duty.

– Comfort and safety: Comfort and safety should be prioritized in sleeping arrangements. It is important to have sturdy bunks , secure railings , and proper ventilation in place.

By considering these factors, the crew can have a restful and comfortable experience while sailing across the Atlantic.

Ocean Worthy Characteristics

When selecting a sailboat to traverse the Atlantic, it is important to consider its ocean-worthy characteristics. These include sturdiness , seaworthiness , self-sufficiency , maintenance , and comfort .

The sailboat should have a strong hull to withstand rough seas and good stability to handle changing weather conditions and large waves. It should also have reliable navigation and safety systems, as well as ample supplies of food , water , and fuel . Regular maintenance is crucial to keep the sailboat in optimal condition throughout the crossing.

While not essential, a comfortable interior layout and amenities can enhance the long journey. Before embarking on an Atlantic crossing, it is advisable to have experienced crew members or sufficient training for various situations that may arise. Safety should always be the top priority, and thorough preparation is crucial for a successful and enjoyable journey.

Weather Considerations

• Wind patterns: Consider prevailing wind patterns along the Atlantic route, such as the Trade Winds and prevailing westerlies. Choose a sailboat that can handle these wind patterns for smooth sailing.
• Storms and hurricanes: The Atlantic Ocean is known for unpredictable weather, including storms and hurricanes. Choose a sailboat designed to withstand harsh weather conditions with strong construction.
• Temperature changes: The temperature can vary greatly during an Atlantic crossing, so consider the sailboat’s insulation and heating capabilities. Ensure the boat can maintain a comfortable temperature for the crew throughout the journey.
• Fog and visibility: Fog can be common on the Atlantic, so it’s crucial to have sufficient visibility on the sailboat. Choose a boat with proper navigation equipment and consider installing fog horns or radar systems.
• Sea state: Weather conditions can greatly affect the sea state, including wave heights and swells. Select a stable sailboat that can handle rough seas, ensuring the safety and comfort of the crew.
• Weather forecasting: Reliable weather forecasts are essential for planning and navigating an Atlantic crossing. Ensure the sailboat has reliable communication systems for up-to-date weather information while at sea.
• Severe weather avoidance: Monitor weather patterns and be prepared to avoid severe weather events while crossing the Atlantic. Choose a sailboat that allows for quick maneuvers and has a skilled crew capable of handling adverse weather conditions.
• Emergency preparedness: Despite careful planning, weather conditions can change rapidly at sea. Select a sailboat equipped with safety gear, including life jackets, emergency beacons, and backup communication systems, to ensure the crew’s safety in case of unexpected weather emergencies.

Sun and Skin Protection

Prioritize sun and skin protection when sailing across the Atlantic for a safe and enjoyable journey. Consider the following:

• Use Sunscreen: Apply broad-spectrum sunscreen with a high SPF to protect your skin from harmful UV rays. Aim for at least SPF 30 and reapply every two hours or more if sweating or swimming.
• Wear Protective Clothing: Cover your body with lightweight, breathable clothing for good coverage. Long-sleeved shirts, wide-brimmed hats, and sunglasses can help shield you from the sun.
• Seek Shade: Find shaded areas on deck to minimize direct sun exposure. Use bimini tops or sunshades for additional shade if needed.
• Stay Hydrated: Drink plenty of water to prevent dehydration and keep your skin hydrated. Avoid excess alcohol and caffeine, as they can dehydrate the body.
• Protect Your Eyes: Wear polarized sunglasses to reduce glare and protect your eyes from harmful UV rays.
• Monitor UV Index: Regularly check the UV index and plan activities accordingly. Avoid prolonged periods in direct sunlight during peak UV hours.

Remember, sun and skin protection is crucial to prevent sunburns, heatstroke, and long-term skin damage. Implement these measures to prioritize safety and well-being for you and your crew.

Trimaran Design Considerations

When considering trimaran design for crossing the Atlantic, it is important to take into account several key factors. Stability is a crucial consideration. Trimarans offer excellent stability due to their wide beam and multiple hulls. This ensures a smoother and more stable ride throughout the journey.

Speed is another important aspect to consider. Trimarans are renowned for their speed and efficiency, allowing for faster crossings compared to monohull sailboats. With their sleek design and lightweight construction, trimarans can travel at impressive speeds while conserving energy.

Seaworthiness is vital when choosing a trimaran for Atlantic crossings. It is essential to select a design that is specifically built and tested for offshore conditions. This ensures that the trimaran can handle the challenges and harsh conditions of the Atlantic Ocean, providing a safe and reliable vessel for the journey.

Accommodations should not be overlooked. It is crucial to carefully consider the size and layout of the cabins and living spaces on the trimaran. This guarantees comfort and convenience during the long and sometimes strenuous journey across the Atlantic.

Safety features are of utmost importance. When selecting a trimaran, it is essential to look for one equipped with self-righting capability and strong construction materials. These features provide added safety and assurance during challenging situations.

Storage capacity is another consideration to keep in mind. A trimaran should have sufficient storage space for supplies, equipment, and provisions needed for a transatlantic voyage. This ensures that all essential items are easily accessible and properly stowed during the journey.

Rigging and sail configuration are crucial for optimal performance and ease of handling in varying wind conditions. It is advisable to choose a trimaran with a rigging and sail setup that can be adjusted to adapt to different wind speeds and directions. This allows for a smoother and more efficient sailing experience.

Navigation and communication systems are essential for safe and effective navigation across the Atlantic. It is vital to verify that the trimaran is equipped with reliable and advanced navigation and communication systems. This ensures that the sailors have the necessary tools to navigate accurately and stay connected during the voyage.

By carefully considering these trimaran design considerations, you can select a sailboat that is well-suited for a successful crossing of the Atlantic. These factors ensure that the trimaran is stable, fast, seaworthy, comfortable, safe, well-equipped, and efficient, providing a reliable and enjoyable experience for the journey ahead.

Some Facts About How Big Of A Sailboat To Cross Atlantic:

• ✅ To cross the Atlantic Ocean, a sailboat of at least 30 or 40 feet is necessary for safety, seaworthiness, and comfort. (Source: Best Boat Report)
• ✅ Small boats can sail offshore and even cross oceans if they are well-designed and constructed. (Source: Seattle Yachts)
• ✅ The smallest sailboat to successfully cross the Atlantic Ocean was 5 feet and 4 inches long. (Source: Godownsize)
• ✅ Boat size is less important than the quality of design, construction, and outfitting when it comes to sailing offshore. (Source: Seattle Yachts)
• ✅ Boat size affects speed and comfort during the journey, with larger boats offering more space for passengers and supplies. (Source: Marine Broker)

Frequently Asked Questions

What size sailboat is recommended for crossing the atlantic ocean.

The recommended size for crossing the Atlantic Ocean is at least 30 or 40 feet. Larger boats provide more safety, storage space, and comfort during the journey.

Is it possible to cross the Atlantic in smaller sailboats?

While the recommended size is 30 or 40 feet, it is possible to cross the Atlantic in smaller sailboats. Smaller boats may be more dangerous and less convenient, especially during rough weather conditions.

What factors should be considered when selecting a sailboat for ocean crossing?

When selecting a sailboat for ocean crossing, factors such as sailboat type, keel type, rudder type, and number of hulls should be considered. These factors can impact the performance and seaworthiness of the boat.

How long does it take to cross the Atlantic Ocean in a sailboat?

The duration of the journey depends on various factors such as the chosen route, sailing skills, weather conditions, and boat type. On average, it takes about 3 to 4 weeks to cross the Atlantic Ocean in a sailboat.

Can motorboats be used for crossing the Atlantic?

Yes, motorboats can be used for crossing the Atlantic, but they require a significant amount of fuel storage and may need backup motors. Sailboats, on the other hand, rely on wind power and can be more unpredictable.

What are some examples of small sailboats that have successfully crossed the Atlantic?

Some examples of small sailboats that have successfully crossed the Atlantic include the Piver 25 trimaran, the Contessa 26 and 32, and the Nugget. These boats are well-designed and constructed for offshore sailing.

About the author

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

Latest posts

The history of sailing – from ancient times to modern adventures

History of Sailing Sailing is a time-honored tradition that has evolved over millennia, from its humble beginnings as a means of transportation to a beloved modern-day recreational activity. The history of sailing is a fascinating journey that spans cultures and centuries, rich in innovation and adventure. In this article, we’ll explore the remarkable evolution of…

Sailing Solo: Adventures and Challenges of Single-Handed Sailing

Solo Sailing Sailing has always been a pursuit of freedom, adventure, and self-discovery. While sailing with a crew is a fantastic experience, there’s a unique allure to sailing solo – just you, the wind, and the open sea. Single-handed sailing, as it’s often called, is a journey of self-reliance, resilience, and the ultimate test of…

Sustainable Sailing: Eco-Friendly Practices on the boat

Eco Friendly Sailing Sailing is an exhilarating and timeless way to explore the beauty of the open water, but it’s important to remember that our oceans and environment need our protection. Sustainable sailing, which involves eco-friendly practices and mindful decision-making, allows sailors to enjoy their adventures while minimizing their impact on the environment. In this…

Sailing “Ineffable” across the Atlantic Ocean to the Caribbean, Pt I

January 16, 2019

Stephen Bourne is the owner of Ineffable, the Rapido 60, which he sailed from Las Palmas, Canary Islands to St Lucia in the Caribbean . from 1-15 December 2018 with his crew. Below, Steve shares his fantastic story and adventure in Part I (for Part II, click here ).

Crossing from a monohull to a trimaran

When you put your life savings into a luxury floating home that is capable of doing 30 knots, preparing for an Atlantic crossing takes on a whole new meaning!

My own experience from childhood had been monohulls, including helming a 70’ racing sled for several years. The inevitable monohull experiment of being wet, cold, tired and stiff from four hours on the helm or sitting on the rail was what I believed was the norm for sailing.

I have now sailed my Rapido 60 trimaran, Ineffable , for four months around the Canary Islands and then across the Atlantic to St Lucia in the Caribbean. In all conditions, the Rapido has more than proven itself to be eminently fast, stable, safe and remarkably easy for two to sail.

Standing upright making coffee and cooking at 22 knots without having to brace yourself, while fighting a 30 degree heel, is quite a mind-opening experience as to how sailing should be!

And on top of that, one is warm, dry and relaxed!!

Ineffable in the Canary Islands, 28 Oct 2018 We have just received this footage from Stephen Bourne and Mark Haswell who have been having fun with "Ineffable" in the Canary Islands!Steve adds:"Two day trip to Puerto Ventura fishing, all the way there (no bites) but dolphins were a great amusement together with many flying fish. "Coming back, we went up the coast with two reefs and the jib doing a top of 22.5 knots – and cruised the 50 mile trip back at an average of over 15 knots…Yeehah! "Tad bumpy but so much fun…just a few splashes as the boat is fairly dry even at those speeds."The Rapido 60 gets total respect, it is such an awesome piece of kit." Posted by Rapido Trimarans on Monday, October 29, 2018

Preparing to cross the Atlantic

Notwithstanding these favourable experiences and coffee cups not sliding off tables, careful preparation for a 3,222 nm crossing of the Atlantic Ocean is critical. Preparation has to cover all aspects of the voyage including the rig, fittings, safety gear and provisioning and, of course, crew training!

Our beautiful new Hall Spars high modulus mast, new North 3Di sails, new Future Fibres standing rigging and all running rigging had to be fine-tuned and checked to be fail-safe. The B&G navigation system needed to be programmed for the rotating mast. A couple of hiccups were discovered and we flew in a rigging expert to sort out the new halyard locks and make some other adjustments. We didn’t want to be mid Atlantic with the reacher or the spinnaker locked up and not being able to drop them!

Critically, crew work had to be “spot on”.

Prior to our departure, we made several return training trips of more than 300 miles from Las Palmas, Gran Canaria to other islands including La Ventura and Tenerife. We practised our reefing and furling, as well as putting up and taking down sails, during the day and at night time. All this was done while wearing safety gear and being attached to the jack stays.

All crew were trained in safety procedures including “man overboard”, launching the rescue pod etc.

We were so fortunate to have our workaholic Captain, Mark Haswell, on board who had sailed the Rapido many miles before. He was meticulous and disciplined in preparation of both the boat and us. Mark took whatever time was needed to explain details and procedures.

One can think one is a good sailor whipping fellow competitors on an “around the cans” race but it is not until you run a big boat that you realize just how much there is to learn.

As a watch leader, we had young Wedolin Schor, an Austrian who took everything in his stride and became very good at holding both course and speed. He steered us through the largest squall of the trip at over 35 knots wind speed.

Naturally, we had to have two beautiful French girls on board including my crew on Magic Sailing, from when I lived in Hong Kong.

Elodie Cavernes turned up the morning of our departure without bags! After some pretty anxious calls to the airline which admitted that the bags had been carefully stowed somewhere else on the planet, she did a quick shop for the voyage. Her only hand luggage was a few odds and ends but, thankfully, she had also packed some important spares in it. What a star!

Luna, an adventuresome teenager, only joined us a few days beforehand but even with very limited sailing experience she was competently steering in 20 knots of wind along with Elodie. Few boats can match Rapido’s ease of sailing with such exhilaration. A very forgiving, well-honed, machine!

Provisioning and fuel

Provisioning is quite a task as you need to allow for contingencies. This, I can assure you, makes you think very hard!

There has to be enough fresh water if the water maker becomes inoperable. There has to be enough tinned and dry food to survive if cooking becomes unavailable and until the situation can be safely resolved.

Checking out at the supermarket in Las Palmas was quite a sight. It took us a full two hours!

The R60 has a combined huge storage / safety survival area under the cockpit which can be accessed from the cockpit or through an external hatch in case of an emergency situation. As such, all of the long term provisions and emergency water were stored there.

The fuel should be enough for about 1,400 miles which is not so bad on a Rapido 60 given its light weight (in race mode, it weighs just 9.6 tons. The floats and beams weigh only 1,000kgs each). The Rapido can easily be driven with a Yanmar 53 HP engine. While many people have described this small engine as “cute”, we could actually do up to 9 knots!

Training alongside ARC racers

Perhaps the most enjoyable part of our training was when one of our sessions coincided with the start of the 2018 Atlantic Rally for Cruisers, the ARC , which races to Saint Lucia in the Caribbean.

Although we missed the start by about ten minutes, we quickly caught the leading catamarans with our big blue spinnaker driving us through the fleet. The cats had gone offshore so we gybed back in and hugged the coast and soon overtook the craftier monohulls who were taking advantage of the stronger off shore breeze near the airport.

We were having a tremendous time (relaxing) doing 13 knots while the rest of the fleet were maxing out at 6 to 10 knots. Rather delightful!

Eventually we had to head back to the marina and beat through the fleet at 13-15 knots, which surprised many participants as they altered course to miss us when they didn’t need to.

To put it mildly, a very pleasing day!

PART II – In Part II, Steve and his crew set sail from Las Palmas on the big adventure to St Lucia. Click here .

#ineffable , #rapido60 , #arc , #atlanticoceancrossing , #noheel , #monohull

Rapido host much anticipated launch o...

Rapido Trimarans hosted the much-anticipated launch of the first Ra...

Rapido 53XS – A peak speed of 24 knot...

Rapido 53XS - A peak speed of 24 knots during initial sea trials!, ...

Video: Launch of Rapido 53XS #01 (Pic...

Rapido 53XS #01 "Picomole" Launch Event Highlights Launched on A...

Yachting World

• Digital Edition

What’s the right yacht for an Atlantic crossing? The one you’ve got now

• Elaine Bunting
• May 20, 2015

What sort of yacht do you need to sail across the Atlantic? There’s no black art, says Elaine Bunting, you just need a bit of preparation

Numerically, the most common yachts for sailing across the Atlantic are ordinary production cruisers with standard kit, usually with upgrades of safety and power generation equipment. The happy truth is there’s no black art to sailing 3,000 miles downwind; the toughest part can be getting across the Bay of Biscay.

So whatever boat you have right now, the chances are that she’ll be fine for an Atlantic crossing with a bit of extra preparation. You don’t have to let waiting for the ‘right’ boat put you off going.

However, this doesn’t apply so much if you intend to complete an Atlantic circuit and sail from the Caribbean to Europe . The return route can be very tough, with a real chance of rough windward work, and a yacht that is wonderfully comfortable and spacious at anchor can slam and be very uncomfortable on the way back. Shipping back or delivery are both alternative options.

I’ve found that skippers tend to focus on equipment that adds comfort, but also complication: watermakers, generators, comms equipment. All are undoubtedly useful, but remember that every additional item adds complication, spares and service cost/time.

Apart from a sound boat, all you really need is water, food, fuel and a (paper) chart of ‘North Atlantic, Southern Part’.

Whatever else you do, don’t let those extras distract you from ensuring the integrity of the rig (including the boom and gooseneck fittings), rudder and hull. These are paramount. Rudders, in particular, are subjected to very high side loads in big following seas. I’ve seen people about to set off across the Atlantic on boats that were sporting the latest luxury kit, from ice cream makers to air conditioning, but with split pins not bent back or a clevis pin working out.

What sails are best?

The simple answer is reasonably recent, quality sails that aren’t liable to break. However expensive, good sails are worth every penny. As to what combination is best on a long downwind passage, that’s a complicated and potentially long-winded debate. Let’s just say that, for the average family crew, a smart crossing is all about consistent speed, 24 hours a day. The key is not to have downtime.

There is absolutely no need to sail hot angles downwind unless you are sailing to polars on a high-performance design. A spinnaker or code sail is great in lighter winds, but in stronger winds you will need several crew on watch at a time and if you blow the sail in a squall or a sudden reload it will be a costly choice.

There is nothing wrong with the old ‘barn doors’ arrangement of mainsail and poled-out genoa. Sure, it’s unflashy and unheroic, but it’s also easy, trouble-free and you’ll trot along in any conditions with minimal drop in speed for the occasional gybe. Just keep an eye out for chafe and be sure to set up a preventer on the boom and a foreguy topping lift and downhaul when poling out the headsail, so you can furl in quickly when that night-time squall hits (which it will).

Power planning

However much power you expect to use on an ocean crossing, you will need more. Nav lights, radar, radio scheds, autopilot, watermaker, fridge, freezer, computer, fans – you name it, they all add up. Last year, when we carried out our annual survey of ARC skippers , we found that yachts of between 46ft and 55ft had a battery capacity, on average, of 700ah, rising to 1,000ah for yachts over 56ft.

Since the design life for marine batteries is five years, it makes sense to set off with new batteries – it’s easier and may be cheaper than replacing them later. A majority of people in our survey had an extra house or domestic battery bank and one or two had boosted the battery used for their windlass.

Interestingly, when we asked about the power equation again in our follow-up survey a few months later , numerous skippers said that they had increased battery capacity yet again or planned to do so in future.

A water generator could be a useful addition

Rather than adding to machinery with a diesel generator, it’s worth looking at wind generators, solar panels and the Watt & Sea or Sea-Gen water turbines . These alternative power generation sources have advanced a lot in recent years. A larger alternator may be worth fitting too, and if only one is fitted to the engine, carry a spare.

Be prepared for gear failure

Be prepared for key equipment to fail because sooner or later it probably will. If it’s gear you normally rely on, like an autopilot or watermaker, have a contingency or a workable plan to do without. Of all the gear problems that give most stress and trouble, the most pressing is autopilot failure. That will start to put a small crew under strain by robbing everyone of rest time.

For the same reason, it’s a good idea to make sure most or all of your crew are decent helmsmen downwind in following seas. If not, spend some time on passage tutoring them.

If you enjoyed this….

Yachting World is the foremost international magazine for bluewater cruisers and offshore sailors.  Every month we have practical features to help you plan and prepare to realise your sailing dreams. Build your knowledge month by month with a subscription delivered to your door – and at a discount to the cover price.  S ee our latest offers now.

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sails and Rigging
• Maintenance
• Sailing Totem
• Sailor & Galley
• Living Aboard
• Destinations
• Gear & Electronics
• Charter Resources

Sailing Across The Atlantic In A Catamaran

• By Sheryl and Paul Shard
• Updated: June 13, 2018

Monohull or ­multihull? Have you ever gone back and forth pondering the pros and cons of cruising on each? We certainly have, so when my husband, Paul, and I were given the chance to deliver a brand-new ­Bluewater 50 catamaran across the Atlantic from Las Palmas, Gran Canaria, in the Canary Islands to St. Lucia in the Caribbean last winter, we jumped at the chance. Paul and I have been cruising and living aboard since 1989 and have sailed more than 100,000 nautical miles on the four boats we’ve owned over our nearly three decades of global voyage-making. The boats were all monohulls, but every time we bought a new one, we toyed with the idea of moving to a catamaran. Why? We discovered that we enjoy shallow-draft sailing, which most multihulls offer, as much as we love offshore passagemaking. For long-term living aboard, the space offered aboard most multihulls is certainly attractive. We were proud of our first boat, Two-Step, a Sparkman & Stephens design called the Classic 37, but after a while, we found her depth restrictive as we discovered how much we enjoyed gunkholing and navigating through small inland waterways. Cruising had become a lifestyle for us, and we wanted more space on board plus a few more comforts. Paul and I feel blessed since, as independent television producers and travel-documentary filmmakers, we are able to earn our living while sailing full time, but all the camera, audio and editing equipment we need to carry takes up a lot of storage space. We needed to expand.

The criteria for our next boat was a good shallow-draft design with safe and comfortable offshore capabilities, so multihulls were definitely under consideration. In the end, we stuck with what we knew and ended up choosing a monohull with a swing keel, a configuration that has suited us on our cruising journeys for many years.

Although we are now in the process of building our new boat, a Southerly 480, we continue to be intrigued by catamarans. Feeling out of sorts being “between boats,” we chartered a Voyage 50 catamaran in the British Virgin Islands to get a much-needed sailing fix in the tropics, and spent the time with friends aboard. It was a luxurious boat, with four en-suite cabins with queen berths, and was set up well for chartering, but we wondered what a catamaran this size would be like for serious ocean cruising. We were soon to find out.

Discovery Yachts builds several brands of high-quality cruising yachts, including Southerlys and Bluewater catamarans, and the company reached out to us with an opportunity to deliver a new Bluewater 50 called Zão (pronounced zay-oh by the owners) from the Canary Islands to the Caribbean, leaving Gran Canaria in early November. Zão ‘s owners, John and Caroline Charnley, highly experienced sailors and the newly retired former owners of Discovery Yachts, had family and business commitments until Christmas but wanted the boat moved to the Caribbean so they could enjoy a winter of island-hopping before going through the Panama Canal. They asked us if we would take the boat across to St. Lucia for them. Seeing this as a great chance to sail a purpose-built 50-foot offshore cruising catamaran to learn how it performed on an ocean passage in the many conditions we were sure to encounter on a 2,800-nautical-mile Atlantic crossing, we accepted the offer.

We flew to the Canary Islands the first week of November 2017 to meet up with John and his new Bluewater 50 in Las Palmas. Soon to join us would be four friends as crew, all fellow sailing bloggers and videographers — Alexandra Palcic and David MacDonald of Sailing Banyan ; Dan Krughoff, professional chef and videographer; and sailing vlogger and police officer Craig Bowman, of Cruising Off Duty . All were monohull sailors with some catamaran experience, mostly through chartering. Dave and Alexandra lived aboard their boat in the Caribbean, having sailed from Canada several years ago. Dan and Craig were each in the market for a catamaran for full-time voyaging.

November is a popular time to make the east-to-west crossing of the Atlantic Ocean because hurricane season is officially over and you arrive in the Caribbean in time for Christmas, a nice time to start a winter of exploring the islands. More than 200 boats participating in the Atlantic Rally for Cruisers were descending on the marina in Las Palmas to begin preparations for their ocean run to St. Lucia, as were many other independent non-ARC cruising boats and crews, so it was a crazy, busy, festive place at that time of the year. Las Palmas has one of the best marinas in the Canary Islands for sailors since every supplier and service needed for yachts preparing for an ocean crossing can be found there.

Seeing Zão at the dock when we arrived in Las Palmas was such a delight. Her long, swooping modern lines were a contrast to the more angular-shaped ­catamarans gathering in the marina. What a difference from the 50-foot cat we had chartered earlier, which, in fairness, was set up purely for vacationing. Zão was designed for long-term living aboard and long-haul passagemaking. This was the second Bluewater catamaran the Charnleys had built, so they had thought through every detail for comfortable living in their retirement but also set the boat up for serious adventure on their upcoming around-the-world voyage.

When Paul and I stepped on board, the first things we noticed were the fine table lamps and two free-standing lounge chairs in the main saloon, neither of which appeared to be bolted down. As monohull sailors, this made us nervous.

I asked John about how these were to be stowed offshore. He just smiled.

“You’re on a catamaran now. They will just sit here for the whole passage. You don’t have to stow things the way you do on a monohull,” he assured me. “You can even move the chairs around to watch the large-screen TV.” He continued to grin. This was going to be a very different passage compared to what we’re used to.

Paul and I had gotten somewhat ­comfortable with leaving things sitting on tables and countertops while sailing on the catamarans we had chartered in the past, but in the British Virgin Islands we were sailing in the comfortable confines of the protected Sir Francis Drake Channel, not on the open sea. John showed me how the chairs were positioned on the floor with mere strips of Velcro and how the heavy table lamps sitting around the main saloon and navigation station were sitting on nonskid mats. I still wasn’t convinced that once we got some serious waves at sea these things wouldn’t go flying.

The next thing I noticed, as one who loves to cook, was the expansive galley on the bridgedeck, with an all-around view and opening windows into the cockpit. There were large, easy-to-clean Corian countertops, including a ­peninsula countertop that you could work at from three sides. There would be six of us aboard, and although Alexandra, Dan and I would be sharing most of the meal preparations, everyone liked to cook and would be pitching in, so it was nice to see that there was space for all of us to work.

To add to our culinary creativity, there were a four-burner propane stove and oven, a microwave and a large front-opening fridge with two additional fridge/freezers in the owners hull to port. These had exterior temperature monitors and alarms. There were also numerous cupboards for storing supplies, so stowing our provisions was going to be a breeze!

Then Paul noticed a high-powered electric kettle.

“The electric kettle is just for port, right?” asked Paul.

“No, you can plug in this kettle anytime, even at sea,” John told us. “It’s the only one we’ve got or use.”

Paul looked skeptical, thinking of the power drain. Then John explained the electrical system — a hard Bimini the width of the cockpit, covered with solar panels; a 6 kW generator; and a large lithium battery bank. Right. The kettle wasn’t going to be a problem.

Paul and I made our home in the owners cabin, which featured a queen bunk aft and a head with separate shower and front-loading washer/dryer at the forward end. There were two other en-suite cabins on the starboard side. Dave and Alexandra took the queen berth aft. The forward cabin had a V-insert in the berth, which was removed to make twin bunks for Dan and Craig.

As soon as the crew was settled in, Alexandra and I began the mammoth job of provisioning for a crew of six people with help from Dan and Craig. Dave and Paul went over the boat’s systems with John, organizing repairs, doing maintenance and ensuring that everything was in good working order and that we understood the equipment before leaving for sea. Dan set up and tested our Iridium Go/PredictWind satellite and weather-routing system, and became our communications officer. Everyone pitched in whenever and wherever help was needed.

Alexandra is an impressive organizer and rearranged the contents of all the lockers for ease of access while we were underway, taking notes so we could return things to where John and Caroline had put them. She grouped all like items together, and put things close to where they would be used and where it would make the most efficient use of storage space. Then we started stowing bags and boxes, bottles and cans, long-life cartons of juices and milk, baskets of fresh produce, freezers full of frozen meat and shellfish, pizzas, berries and desserts. Since everyone on board was a foodie, this was not going to be a beans-on-toast cruise across the Atlantic!

This was our eighth transatlantic passage, and it turned out to be the lightest-wind Atlantic crossing we have ever made, with several days of total calm. Where were the trade winds?

Because we’re monohullers who don’t worry too much about weight on a boat, Zão was a bit heavy when we set sail from Las Palmas on November 12. An advantage, though, of a large cruising catamaran is that the boat can handle it, and as we were about to find out, we would be at sea for a lot longer than the two weeks we had planned on.

Fortunately, water usage wasn’t a concern either. Dave ran the generator twice a day during his and Alexandra’s 0800-to-1200 and 2000-to-2400 watch, and made plenty of water with the Dessalator watermaker at the same time. All six of us could have had two showers a day if we’d wanted to — and often did.

We had light but good breezes the first day out, which helped everyone get their sea legs and allowed us all to get used to the equipment on board and practice handling Zão ‘s sails. The boat has Elvstrøm Epex laminated sails, which hold their shape and work well with the Seldén in-mast furling system. It took us a few tries to get the hang of the furler, so we appreciated Craig’s instruction on how to use it. He has it on his boat. The trick is to maintain tension on the mainsail at all times while furling it. We came to love it and, as a result, we ordered the same for our new boat.

One of the things we didn’t like about the other catamarans we had sailed was the noise of the waves slapping the bridgedeck, which was loud and never rhythmic. It got on our nerves, so Paul and I were rather anxious about how we would handle this on a long passage. However, on the Bluewater 50, the hull shape was designed to counter this, and we found that startling wave slaps happened less often and weren’t as loud or bone-shaking when they occurred. Granted, we never got the big seas we had been hoping for to test out the boat.

This was our eighth transatlantic passage, and it turned out to be the lightest-wind Atlantic crossing we have ever made, with several days of total calm. Where were the trade winds? Like all the other boats around us (we were receiving position reports from the ARC and ARC+ fleets), we all ended up being at sea for at least an extra week longer than planned.

We checked the weather using PredictWind a couple of times a day, and there was nothing but days of extremely light wind or no wind at all in the forecasts. The Bluewater 50 is a fast cat and, thank goodness, handled the light airs well, but we never got the conditions to really put her through her paces.

We started by sailing wing-and-wing using two headsails but ended up flying the asymmetric spinnaker day and night, doing two-person watches around the clock just to keep the boat moving. We all got pretty good at sail trim. When the wind dropped, we doused the sail and, mid-Atlantic, had a swim 1,000 miles away from the closest land. We fished. We cooked. We ate. We slept. We celebrated Thanksgiving. Alexandra baked cakes. We read. We danced. There was lots of room. We chased birds off the deck, which must have mistook us for an island. We shouted with delight when dolphins came to play. Craig flew his drone. We saw amazing sunsets and shooting stars. We played cards, which included a three-week Wizard tournament. We watched TV. Had pizza-and-a-movie nights. We left our cameras and computers lying around. Were we on a boat? It was way too comfortable.

One thing I noticed about ­passagemaking on a multihull is that I had much more energy than when I go to sea on a monohull. Not being on a heel all the time means it doesn’t take as much physical effort to do simple tasks. Overall, everyone in the crew felt the same. We also dealt with tasks more readily since it didn’t take much effort to get up and deal with things.

Unfortunately, or fortunately, this applied to cooking. We were constantly preparing meals and feasting. No one lost weight as we usually do on a monohull passage, where you sometimes eat minimally since food prep and eating just feel like too much effort at times.

On December 3, 21 days and 3,000 nautical miles after setting sail from Las Palmas, Gran Canaria, we made landfall in St. Lucia. The boat felt enormous as we came into Rodney Bay Marina, but with the twin Yanmar 80 hp diesel engines, we could turn on a dime. Twin screws make even large multihulls easy to maneuver. We were greeted by the happy owners, John and Caroline.

So, have we become multihull converts? Well, we can definitely see the advantages now and understand why for some sailors they are a good choice for cruising. It all comes down to what works for each of us. After all, it’s love for being on the water that all cruising sailors share — be it on one hull or two.

Sheryl and Paul Shard have been living the cruising dream for nearly 30 years. Together they have traveled more than 100,000 miles under sail, including eight Atlantic crossings. Learn more about the Shards’ adventures and their TV series, Distant Shores, on their website .

• More: atlantic , bluewater sailing , canary islands , catamaran , discovery yachts , monohull , multihull , Sailboats , st lucia
• More Sailboats

Sailboat Preview: ClubSwan 28 by Nautor Swan

Sailboat Review: Vision 444

Sailboat Preview: Lagoon 43

Sailboat Preview: Neel 52

When the Wind Goes Light

Sailor & Galley: Ice Cream, Anytime

ACY Yachts Expands to the West Coast

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

How To Cross the Atlantic, Routes and Timelines

As an Amazon Associate, we earn from qualifying purchases. We may also earn commissions if you purchase products from other retailers after clicking on a link from our site.

Before the time of ocean liners and airplanes, crossing the Atlantic used to be a great adventure that took a long time to complete. Nowadays, it’s very different; it’s still a great adventure, but the time it takes to complete has changed.

Here’s how long it takes to cross the Atlantic on various types of boats.

Looking at this table we can clearly see that the time it takes to cross the Atlantic has decreased exponentially. Some big developments were of course the steam engine that allowed for bigger and much faster ships to travel the Atlantic while also bringing a lot more cargo.

If we look at the Sailboats in this list, we can see that the more hulls you have the faster it goes (if you want to know more about how that works, check out this article)

There is not a significant difference in time to complete between the catamarans and the trimarans in the short run, but in a circumnavigation of the world, the difference can be huge.

A monohull on the other hand is slower, this is mainly due to the amount of drag this type of hull has.

This table compares different types of boats under the same conditions and adds an airplane as a point of reference.

Transatlantic Crossing in Record Time

Here are the records for the fastest crossings of the Atlantic in a Sailboat.

The 2880 Nautical miles(5330 Km) long route starts at Ambrose Light in New York and finishes on an imaginary line between Lizard Point and Ushant of the coast of England

As you might have noticed, there aren’t any numbers for catamarans since the  classes are divided between monohulls and multihulls.  Since trimarans (three hulls) are faster than catamarans (two hulls), there is no real point in racing a cat.

What you also may have noticed are the ridiculously high speeds these boats are doing. Bear in mind that these are racing boats optimized for speed and made to smash world records.

There’s a big difference between the 28 knots a racing trimaran will make and the 9 knots a cruising catamaran will.

What Type of Sailboat Do You Need To Cross The Atlantic?

Crossing the Atlantic can be done in almost any sailboat or ship. As a matter of fact, it has already been done in small rowboats and open catamarans, so everything is possible.

If your question is what boat should I use to get a somewhat comfortable and safe trip, well, then we have something to talk about.

Choosing between a monohull or a multihull has more to do with personal preferences. Some people really like the stable platform of a catamaran, and others dont think it’s a real way of sailing and wants to be heeling over to its side to fully get that true sailing experience.

For me? Catamaran every day, speed, and comfort, but I’m also not a purist sailor in any way. I’m an adventurist, and the boat is merely a way to experience adventures.

The size I would say matters, bigger usually means it’s safer and can handle bigger waves, although it might be harder to handle on your own I something happens to you or your crew mid-sea.

Most people seem to cross the Atlantic with a boat in the 35 -45 ft spectrum, which fulfills both requirements!

If you are interested in digging deeper into what sized boat you should get, check out my article on Best Sized Catamaran for Ocean Sailin g

Other aspects you might consider are the  size in terms of space onboard , how many people are you doing the passage with, the more people, the easier operating the boat will be. This assumes you have a well-trained crew that you know well.

And what are you going to do once you get there, is it the end of your trip or is the beginning. If you’re doing everything just to cross the ocean and then get someone else to bring it back, that’s one thing. But if its the start of a long adventure, the requirements are different. You are going to want more space for scuba gear, and other toys.

I do think the most important aspect is that you have a seaworthy boat that it’s capable of withstanding weeks on end with sailing in many times rough conditions.

This means that your equipment spent has to be the most expensive and handy, but it needs to be in good condition, and you need to be able to handle your great in every weather.

What Gear Do You Need to Cross the Atlantic?

Not including your average stuff when sailing, such as life vests, etc. There are some great that you might not be on your everyday say m still that could be of high importance during such a formidable sail as this.

• Emergency food
• Satellite coms
• Storm drogue (want to know what it is and how it works,  read  this)
• Spare parts(tiller, sails, etc.)
• Entertainment

Different Routes to Cross the Atlantic

Westward route: europe to the caribbean.

According to Jimmy Cornell, a well-known sailor and circumnavigator that has made his own research on the subject, Las Palmas is one of the biggest ports of departure for sailboats crossing the Atlantic.

Around 75’% of the sailboats that arrive in Las Palmas on the Canary Islands will depart for an Ocean crossing.

Getting to The Canary Islands, you should not be in a hurry; there are many very beautiful places en route. No matter where you are coming from this is a good stop well worth a visit.

Coming from the north of Europe, you have France, Spain, and Portugal. Entering from the Mediterranean, you have Italy, Croatia, Greece, and so many other interesting places that you shouldn’t miss unless you’re on a very tight schedule.

Once you reach Las Palmas, you can either go straight towards the Caribbean island of Barbados, or you can do a stop along the way at Cap Verde.

Planing a Stop on Cape Verde

A stop at cap Verde makes sense in many ways; for one, it makes the transatlantic trip more manageable by dividing it into two sections.

The second reason is that it gives you the possibility to stock up on fuel and water that you might have used more than you thought. Since Cap Verde is well developed when it comes to receiving boats doing this type of passage, there is no technical expertise on the island.

From Cap Verde, you can also take a direct flight to Portugal and onwards if the need arises.

Even though you might not plan to stop here, the recommendation is to at least  plan your sailing, so you pass close to the islands,  so if something happens, you can head to Mindelo port and fix it.

Another good reason why you would go close is that the further south you go, the  better chance you will have of catching those sweet tradewinds  that will take you safely and enjoyably to the warm waters of the Caribbean.

Westbound Route On a Catamaran

Sailing west is the preferred option for any sailor and especially if you are on a boat that doesn’t sail perfectly upwind, such as a catamaran.

Sailin g west and using the tradewinds is perfect on a catamaran, the sail will be faster and more comfortable than a monohull of the same size.

Looking at the 2019 ARC (Atlantic Rally for Cruisers), a 55ft french catamaran outclassed the 65 ft professionally sailed monohull with a 10-hour lead. All this while doing yoga on board, something that I can promise was not happening on the monohull.

The stable platform of a catamaran with the wind on your stern makes sailing west on a transatlantic passage perfect for Catamaran.

Eastbound Route: The Caribbean to Europe

Coming back to Europe, I would argue that the same principles are still valid: to stop at or pass by islands close enough to have the option of going into port if need, and using the tradewinds to your advantage.

Considering this, most people leave the Caribbean from Tortola, Britsh virgin islands, or St Marteen. These make great starting points for the eastward journey since they are the last point where there is plenty of fuel, spare parts, and food for the long and sometimes arduous trip back to Europe.

Though it is not necessary, many sailors make a halt at Bermuda; this is a good start to fix anything broken or wait for the right weather before your head on to the next part of your trip.

The Azores, the same goes here, you can skip it, but staying close to it adds safety and comfort if needed, and I would also stop by just to enjoy the islands. It’s a beautiful place and good for a few days of low-intensity cruising.

If you still have some energy left after the trip from Bermuda, one option is to head for a place called Horta. The place is well remembered for its hospitality towards sailors heading towards Europe.

Once you have refueled on diesel and energy, it is time to head for northern Europe. This is usually done by sailing north until the 45th latitude and then heading east.

When is The Best Time to Cross The Atlantic

Choosing a route has a lot to do with your intended purpose of the trip, are you going for a speed record, then going more north might be an option, and accepting the risk might be ok for you and your crew.

If you are going west but more interested in doing it safely and are able to spend a little more time out at sea, then the southern routes mentioned above with a departure date around November and December.

Going west on your way to the Caribbean, you’ll notice the days are getting warmer and longer; this is because going west, you also travel south towards the equator where the days and nights are equally as long be it summer or winter.

This weather window is to avoid the hurricane season in the Caribbean that ends in late November, these are the main risk and must be considered in your plan.

What Is The Best Route For an Atlantic Crossing

Taking into consideration the information above with trade winds, the possibility of breakdowns, and the collective knowledge of the area.

The best route for a westbound Atlantic crossing is from Las Palmas (on the Island of Gran Canarias) to Barbados Via Cap Verde. The best route going east is from St Marteen to the Azores Via Bermuda.

This is, of course, based on the assumptions we have discussed above, and it might not apply to your skillset or aim of the crossing.

Can You Cross the Atlantic Single Handed?

You can definitely cross the Atlantic on your own (short-handed). As a matter of fact, many do every year. Of course, this demands more of the sailor since there is nobody to ask for advice or to help while underway.

Neither is there anyone that will help you with handling sails or maintenance while underway; because of this, it is more dangerous and more difficult to solo sailor sail short-handed as it is also called.

The usual way is to either bring a crew of your own, recruit a crew from the port of exit, or find one online via crewseeker.net.

Is Transatlantic Passages Dangerous?

Sailing in big oceans is never a hundred percent safe. This is why it is an adventure if it was absolutely safe, where would the attractiveness and the excitement lie?

Looking at the data, there aren’t many accidents happening, and of those, there are even fewer that are deadly or leave the crew injured for life.

There are also ways to make it safer; we have discussed boat size and crew skills; other route selection factors are vital. It might not be the quickest to cross the Atlantic, but the southern route seems to be a safer bet.

Prepare yourself, your crew, and the boat, and the chances for accidents will still be there, but they will be small and manageable.

How Lonely Is Crossing The Atlantic?

Spending two to three weeks in the middle of the ocean can definitely be lonely, but it can also be the absolute opposite. If you’re sailing with a crew, you will share the same small space with everyone else, always bumping your elbow. If the weather is rough, you may all be a little tired, which also adds to the group dynamics.

But even if you would get sick and tired of your crew, there are ways to call back home. You might have a Satellite phone, which is expensive by the minute but a lovely way to hear the voice of a loved one back at land. Much better than a text message through Email.

Sending emails has been a pretty straightforward process since the SSB radio started to be utilized.  This type of radio is very simplistic and has good reception up to thousands of miles .

The nice thing with this radio is that it allows for data traffic, which means not only are you able to receive weather updates, but you can also contact your family through Email.

Can You Get Rescued If Something Goes Wrong?

Yes, there might not be a coast guard or anything nearby, and you might be way out to sea, but there is help to get. Since every ship is listening to some set of frequencies, usually, the first step is to call for a Mayday on that channel.

If you’re not getting anyone’s attention, then they might still see you on the AIS, Automatic Identification System, which makes anyone around you know where you are.

Many times the crossing is done together with a lot of other vessels; this gives comfort as they might also be able to help in case of emergency.

If all this fails, you probably also will have your EPIRB,  Emergency  Position Indicating Radio  Beacon , which is a gadget that can be activated through certain triggers such as water, tilt angle, or manually activated.

Once activated, it sends an emergency signal at different frequencies and relays the information back to shore for someone to come help you.

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name and email in this browser for the next time I comment.

Recent Posts

Must-Have Boat Gear for Catamaran Sailors!

Sailing is probably the most gear-intensive activity I've ever done; there are so many decisions to be made about what gear to buy now, for tomorrow, and what to definitely never buy. The gear on...

6 Best Trailerable Trimarans For Bluewater and Coastal Sailing

Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their "home marina" and sailing will be somewhat...

• Post Code *
• Message (hidden)
• Comments This field is for validation purposes and should be left unchanged.
• Privacy Policy: We hate spam and promise to keep your e-mail address safe.
• Phone This field is for validation purposes and should be left unchanged.

• Testimonials
• Job Vacancies
• Sell my Catamaran
• Service Centre
• Owner Blogs
• YouTube Channel
• Seabbatical Book
• Multihull Cruising Yacht Club
• Seabbatical Webinars
• Plan Your Seabbatical
• How To Finance A Charter Boat
• 6 Steps To Starting Your Own Charter Business
• New Zealand Offices
• Seawind Catamarans
• HH Catamarans
• Longreach Catamarans
• Corsair Trimarans
• Garcia Explocat 52
• Cruz Club Membership
• Learn To Sail A Cat
• Pittwater Bareboat Experience
• Overnight Experience
• Skippered Charter Hire
• Charter Boat Ownership

Corsair C37 Trimaran

Comfort, speed and safety.

The Corsair 37 offers all the comforts of a cruising monohull and the flat sailing of a big catamaran. It also has the speed, safety and unsinkability of a Corsair Trimaran.

Smart Sailing

The Corsair 37 features a shallow draft with retractable daggerboard and rudder for shallow water exploration. It boasts an intelligently designed deck layout with halyards, topping lift, reefing and outhaul controlled at the mast. All other control lines aft to the cockpit for ease of sail handling and control.

Spacious Interior

The interior of the 2016/17 model brings more of the amenities you’ve come to expect from larger boats: a functional yet spacious galley, ample cabinet and storage space, comfortable curved settee with seating for six, enclosed head with vanity, sink and shower. Forward, a spacious V-berth easily sleeps two adults in unmatched comfort. Additional sleeping accommodations for two in spacious aft-cabin; and the dining area converts into an additional bunk in the main cabin.

• Designer Corsair Marine
• Builder Corsair Marine
• Length 37 feet
• Length Waterline 11.27 m
• Beam/Width 3 - 7.8 m
• Draft : 0.5-2.3m
• Keel/Ballast Daggerboard
• Mast/Rigging Rotating Carbon Wing Mast
• Sail Inventory Mainsail, jib and boom cover

Boat Description

The Corsair C37 has the speed, responsiveness and stability of a trimaran with the comfort and livability of a large mono-hull. A comfortable cruising boat for those who want more from their sailing than a mono can offer, the C37 is the ultimate family boat.

Boat Gallery

Suggested seabbaticals, newsletter sign up.

1300 852 620

Multihull Central - Sydney Multihull Central Marina 20 Chapman Road Annandale, NSW 2038

02 9810 5014

Multihull Central - Gold Coast The Boat Works North Yard | 199 Beattie Rd Coomera, QLD 4209

07 3393 5550

Multihull Central - New Zealand Unit 25/25 Baffin Street Marina Building, Port Opua-Bay of Islands, New Zealand

+64 274 542 242

• SELL MY MULTIHULL
• TESTIMONIALS
• SEAWIND CATAMARANS
• HH CATAMARANS
• LONGREACH CATAMARANS
• CORSAIR TRIMARANS
• UNDER $100K
• UNDER $200K
• UNDER $300K
• UNDER $400K
• SOUTH PACIFIC
• New Zealand

Celebrations like never before in Guadeloupe for the Olympic Torch, transported via the ocean!

This Saturday will be etched in the memory for a long time. For the first time in history, the Olympic Torch shone in Guadeloupe. The day began with a majestic arrival aboard the Maxi Banque Populaire XI trimaran which crossed the Atlantic Ocean after leaving Brest on 7th June. It was eagerly awaited on the ACTe Memorial jetty by Tony Estanguet, Chairman of the Paris 2024 organising committee, who had come to attend the Olympic Torch Relay in the West Indies. It then illuminated all Guadeloupe’s many attractions with the Olympic Torch Relay sponsors, Coca-Cola, Banque Populaire and Caisse d’Epargne, who came together to celebrate the magic and values of the Olympic s in an incredibly joyful atmosphere.

A memorable arrival

Today witnessed an adventure that has never before been accomplished since the Olympic Torch Relay exists. On 7 th June in front of thousands of spectators, the Olympic Torch was taken aboard a maxi-trimaran, Maxi Banque Populaire XI, which is currently one of the quickest and highest performance boats, brimming with technology and innovations. It was sailed by Armel Le Cléac’h, the Vendée Globe record holder, and Sébastien Josse, both of whom are renowned skippers. They were accompanied by four legendary ambassadors, all symbols of French excellence, who were able to experience the exceptional adventure of crossing the Atlantic Ocean!

Marie-José Pérec, a triple Olympic gold medallist and a symbol of the success of overseas sportspeople, and Marine Lorphelin, a former Miss France, doctor and ambassador for the Olympic Torch Relay, took their places on the boat with multi-award-winning director Alexis Michalik and two-starred chef Hugo Roellinger. They brought the Olympic Torch to Guadeloupe when they docked early in the morning at the ACTe Memorial, where the sailors celebrate their arrival on the Route du Rhum race every four years. The boat’s arrival gave rise to a particularly warm reunion between its crew and the spectators, who turned out in force, including a special guest, Tony Estanguet, who was there to celebrate this moving moment and take part in the day’s celebrations.

Pride of place for Guadeloupe’s nature and history

While the members of the crew returned to terra firma and a well-deserved rest, the Olympic Torch was on the move as soon as it landed. And it was worth it: the route, drawn up in conjunction with local and regional authorities, combined the emblematic sporting venues, heritage and magnificent landscapes that make Guadeloupe a special place in the hearts of French people. After setting off from the ACTe Memorial in Pointe-à-Pitre, the Olympic Torch headed to the Gosier sports and culture centre.

Afterwards, it journeyed to Saint-François and the Pointe du Châteaux cape, the most visited site on the isle which offers unbeatable views over the surrounding islands. The Olympic Torch also called in on Saint-Claude, Basse-Terre and Le Moule, which is famous for its carnival. It also stopped at the CREPS in Guadeloupe, a centre of excellence where young promising sportspeople can continue their studies.

They may become tomorrow’s champions, just like Laura Flessel, the fencing athlete after whom the sports centre in Petit-Bourg is named, to which the Olympic Torch Relay paid a visit. The next part of the journey took place in the Baie des Saintes bay, which is listed as a UNESCO world heritage site, during a spectacular sequence. Back on the main island, the relay headed for Baie-Mahault and the Amédée Detraux velodrome where the celebration cauldron was lit.

Following in Laura Flessel’s footsteps, fencing enjoys the spotlight

Like on each stage, the spotlight was shone on a specific discipline. Today, it was fencing, given that Guadeloupe has contributed to France’s success in this sport. Symbolically, the collective relay organised by the French Federation of Fencing took place at Baie-Mahault in the Palais des Sports Laura Flessel sports complex, with none other than Laura Flessel herself as captain! A former minister, she still is the most successful Frenchwoman in her sport.

This relay recounted each of the stages in a fencing athlete’s career, from their beginnings to Olympic victory, under the watchful gaze of the Chairman of the Paris 2024 organising committee, Tony Estanguet. Among the 23 torchbearers were young foil swordsman Owen Richardson, emerging athlete Ileana Nunes de Sousa Noronha, enthusiast Pierre Elias Nahas and former athlete but now national referee and coach in Petit-Bourg, Marine Horn-Cosaque.

Athletes and members of the general public take it in turns to light up Guadeloupe

In addition to the collective relay, 124 people carried the Olympic Torch throughout the day, including many Guadeloupean celebrities. Indeed, Marie-José Pérec was the first to carry the Olympic Torch on Guadeloupean soil. The spectators were also able to applaud local sportspeople: Paralympic shooter Yann Jacques, triathlete Patrice Palmont, judoka Angelio Courtois and coach Hugo Thelier.

Among famous names from yesteryear were Raymonde Nebot, who was selected for the Olympic Games in Moscow (in 1980) and Los Angeles (in 1984), Christine Arron, a medallist in Athens (in 2004, in the 4 x 100 m relay) and Mickaël Gelabale, a member of the French basketball team in London (in 2012) and Rio (in 2016). It was Véronique Vatran who lit the celebration cauldron in Baie Mahault. This BMX enthusiast is actively involved in developing the sport in Guadeloupe via a number of initiatives.

Like on each stage, dozens of members of the general public also carried the Olympic Torch. They all shared life stories and commitments that are dear to the values of the Olympics. Among them were Frédérique Merlin, a teacher of young people with disabilities who works to prevent dropouts from school and to protect the environment, as well as Nicole Tripoli, who is the chairwoman of an association that supports people suffering from illnesses affecting their immune system (“Lupus Guadeloupe”).

The smiling faces and the infectious joy of Frédérique, Nicole and the other torchbearers contributed to ensuring this was an unforgettable day for everyone who participated. The celebrations will now continue in Martinique. The Maxi Banque Populaire XI trimaran will take to the seas again and head to Fort-de-France with Tony Estanguet on board as well as a new crew made up of overseas sportspeople Laura Flessel, Coralie Balmy, Kéni Pipérol-Dampied and Thomas Debierre. The festivities in the French West Indies will therefore continue, with the assurance of experiencing some more unforgettable moments