best yacht for atlantic crossing

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Best Yachts for Transatlantic Crossing: Our Selection and Advice for 2023

Sailing across the Atlantic is more than just an item on a bucket list for sailors. It’s how you get your boat to new horizons, whether to cruise the Caribbean islands or explore the waters around Europe. It’s a big undertaking and requires serious planning and a solid sailing vessel. You can cross the Atlantic by yourself, with a rally of like-minded racers and cruisers, or as part of a highly competitive race. But no matter how you go, the choice of a good sailing yacht lies at the foundation of a safe and enjoyable crossing.

What does a boat need for a transatlantic crossing?

If you choose to do your transatlantic crossing with a rally or race, you’ll have to meet a stringent list of required equipment and safety checks. That’s easier because you have the lists right in front of you, and a team of inspectors to check your work. Preparing for a crossing with just one boat, the captain has to take all the responsibility and know what to check.

Sailing across the Atlantic is a serious undertaking, and you will sail out of range of shore-based rescue and into rapidly changing and possibly severe weather systems. You will have several thousand miles of nonstop sailing and may be at sea for several weeks.

What you must have

Any boat sailing across the Atlantic needs solid construction and a sound rig, a reliable auxiliary engine, and enough stores for food and water for the crew. That’s a bare minimum. Every boat needs to be checked from stem to stern to make sure systems are reliable, many older boats can certainly make this trip, and not every new boat is suitable.

Some tiny boats have crossed the Atlantic, so minimum size isn’t a requirement. What successful boats have in common is a solid hull and rig, with reliable sails and systems.

Most transatlantic yachts have a lot more

You can cross the oceans with a lightly equipped boat with few conveniences or extra safety gear, but most do not. A few things to look for on your boat include:

• An EPIRB satellite rescue beacon .
• Long range communication devices, such as satellite phones and single sideband radios.
• Certified life raft with space for all crew on board.
• Storm sails
• Storm safety gear such as drogues or sea anchors.
• Access to up-to-date weather forecasts and reports.

Do not head offshore without these

The list of required equipment for races and rallies is exhaustive, and many of the requirements are exacting and expensive. No one is enforcing compliance when you sail on your own. But there are a few things you should not head offshore without.

• A reliable auxiliary engine. If the wind dies and you need to dodge bad weather, this can be a lifesaver.
• Access to good, current weather information.
• Reliable sails. Have all sails inspected by a sailmaker for wear and damage before setting out.
• A life raft. If you run into serious problems and lose your boat, this is your last hope for rescue.
• Spare parts and tools for common repairs.

Read also: 10 Sailing Myths And Bad Advice You Shouldn’t Listen To

What experience do you need to do a transatlantic?

A transatlantic crossing is a major sailing milestone for experienced sailors. The north Atlantic is no place for new sailors and beginners, unless they’re with competent and experienced crew or a qualified captain.

If you’re thinking of a transatlantic crossing on your own, you’ll need experience with multi-day, nonstop passages. Sailing offshore is twenty-four hours a day and nonstop, there’s no place to park. Experience with night sailing, standing watches, navigation, provisioning, and basic engine and system troubleshooting are all a must.

Read also: Five Easy Beginners-Friendly Sailing Trips And Destinations

Chartering a yacht – a great option for less experienced sailors.

Charter fleets make seasonal moves from Europe to the Caribbean are an excellent way to get offshore sailing experience. Charter companies provide a captain and first mate, but you can reserve a spot and fill the roles of a full crew member, standing watch and sailing far offshore.

Many boats are also available for charter in cruising rallies, races, and deliveries. You’ll need to hire a captain with the needed offshore experience, but you may come away with enough experience to skipper your own yacht the next time.

The best yachts for a transatlantic crossing

There are many yachts which are suitable for a transatlantic passage. Some will be less expensive, some will be more comfortable, faster, or better suited to you, your experience, and your budget.

NEEL 51: Fast and easy to sail trimaran

The NEEL 51 is a fast, comfortable trimaran suited to a smaller crew. It’s spacious, but easy to handle while putting up double digit speeds and 200+ mile days. Trimarans can be a little more sea-kindly in waves and chop than catamarans, and don’t heel hard like monohulls. A protected helm station gives great protection offshore and good visibility, and there space on board for plenty of crew and guests.

The racing version of the NEEL 51 is built with lighter materials, and features a larger rig to project more sail area for more speed, while still affording the same luxury and comfort at anchor.

More info about our Neel 51 available for charter

Outremer 5X: High-speed catamaran sailing

The Outremer 5X offers top tier performance and comfort in a single passage. Sustaining double digit speeds with east, the Outremer 5X is one of the fastest cruising catamarans on the market. Outremer is known for both performance and quality, and your transatlantic trip will be fast and safe.

With four different helm stations, she’s a sailing boat foremost. It’s designed for a small crew, even when tearing up the ocean on a fast passage. With options for three or four cabins and a cockpit that can fit a dozen people, she’ll be as comfortable when you arrive as she is fast on passage.

Hallberg-Rassy 57: Sturdy monohull with elegance and speed

Hallberg-Rassy builds tough cruising yachts, and the 57 is no exception. While monohulls don’t put up the blistering speeds you’ll find in multihulls, the Hallberg-Rassy 57 is no slouch and can log 200 mile days. Most offshore sailing and cruising is done in monohulls, and blue water sailors love their stability and seakindliness across all conditions.

The Hallberg-Rassy 57 has generous accommodations, and loads of capacity for gear supplies. The deck layout is clear, and lines and controls are laid out for easy use with a small crew. With a performance design by German Frers, the 57 sails well on all points of sail.

There are many choices for the best boat for you for a transatlantic crossing. No matter which boat you choose for your transatlantic and how you go – on your own, or on a charter – preparation is key. Your boat needs to be equipped with a full range of safety gear, and checked from top to bottom so you know your sails, hull, and engines will get you where you’re going.

Read also: The Caribbean To Mediterranean Sailing Routes: How To Cross The Atlantic Eastward

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Crossing the Atlantic by Motor Yacht Routes

Crossing the Atlantic by motor yacht is a challenging but rewarding experience. There are a number of different routes that you can take, and the best route for you will depend on your experience, the type of boat you are sailing, and the time of year you plan to sail.

Here are some of the most popular routes for crossing the Atlantic by motor yacht:

• The North Atlantic Route: This route is the most direct route across the Atlantic Ocean. It starts in Europe and ends in the Caribbean. The North Atlantic Route is generally the fastest route, but it can also be the most challenging. The weather conditions in the North Atlantic can be unpredictable, and there is a risk of encountering icebergs.
• The South Atlantic Route: This route is less direct than the North Atlantic Route, but it is generally considered to be safer. The South Atlantic Route starts in Europe and ends in South America. The weather conditions in the South Atlantic are more stable, and there is no risk of encountering icebergs.
• The Azores Route: This route is a good option for those who are looking for a more leisurely crossing. The Azores Route starts in Europe and ends in the Azores Islands. The Azores Islands are a group of volcanic islands in the middle of the Atlantic Ocean. They offer a safe haven for yachts crossing the Atlantic, and they also offer a variety of amenities and attractions.

No matter which route you choose, it is important to do your research and plan carefully. You should also make sure that you have the proper safety equipment on board, and that you are familiar with the weather conditions and hazards that you may encounter.

Here are some additional tips for crossing the Atlantic by motor yacht:

• Plan your route carefully. There are a number of different routes that you can take across the Atlantic Ocean. It is important to plan your route carefully and to choose a route that is appropriate for your experience and the time of year you plan to sail.
• Check the weather forecast. It is important to check the weather forecast before you set sail. The weather conditions in the Atlantic Ocean can change quickly, so it is important to be aware of the potential hazards.
• Have the proper safety equipment on board. It is important to have the proper safety equipment on board your yacht, including life jackets, flares, and a first-aid kit.
• Be prepared for the worst. The Atlantic Ocean is a large and unpredictable body of water. It is important to be prepared for the worst, and to have a plan in place in case of an emergency.

By following these tips, you can help to ensure a safe and enjoyable crossing of the Atlantic Ocean.

There are many different ways to cross the Atlantic by motor yacht. Some people prefer to go straight across, while others choose to sail along one of the great circle routes. There are also a number of different options for stopping along the way, depending on your preferences and needs. Here we will explore some of the most popular routes for crossing the Atlantic by motor yacht.

Setting sail from the United States to Europe is an amazing adventure. While it’s possible to fly across the Atlantic, there’s something special about taking a leisurely journey by motor yacht. Here are some popular routes for crossing the Atlantic by yacht. The most popular route for crossing the Atlantic by motor yacht is from Newport, Rhode Island to Cowes, England. This route takes advantage of the prevailing winds and currents, making for a relatively easy journey. The trip can be done in as little as two weeks, but most people take four to six weeks to enjoy all that this amazing voyage has to offer. Another popular route is from Fort Lauderdale, Florida to Porto Santo in Portugal. This longer journey takes advantage of the Gulf Stream, which helps push yachts along at a good clip. Most people take three to four weeks to complete this voyage. No matter which route you choose, crossing the Atlantic by motor yacht is an incredible experience that you’ll never forget!

Credit: godownsize

What are Some Good Motor Yacht Routes for Crossing the Atlantic

There are many motor yacht routes for crossing the Atlantic, but some are better than others. The best route depends on the time of year, the weather conditions, and the boat’s speed and range. One good route is to start from Portugal or Spain and head west to the Canary Islands. From there, you can continue west to Cape Verde and then turn north towards the Lesser Antilles. This route takes advantage of the prevailing winds and currents in this part of the world. Another option is to start from Bermuda and head east towards Puerto Rico. This route is shorter, but it can be more difficult because of the strong trade winds that blow from east to west across this part of the ocean. Which route you choose will also depend on your destination. If you’re headed for Florida or the Gulf Coast of the United States, starting from Bermuda makes more sense. But if you’re headed for Europe or Africa, starting from Portugal or Spain is a better option. No matter which route you choose, crossing the Atlantic by motor yacht is an adventure that you’ll never forget!

What are Some Things to Consider When Planning a Motor Yacht Crossing of the Atlantic

When planning a motor yacht crossing of the Atlantic, there are a few things to consider. The first is the route. There are two main routes- one via the Canary Islands and one via Bermuda. The Canary Islands route is shorter, but has more potential for bad weather. The Bermuda route is longer, but generally has better weather. The second thing to consider is provisioning. A motor yacht uses a lot of fuel, so you will need to make sure you have enough onboard to get you across the Atlantic. You will also need to have enough food and water for everyone on board, as well as any emergency supplies that might be needed. Finally, you will need to consider the weather. This is especially important if you are taking the Canary Islands route. Check the forecast before you set sail and be prepared for any potential storms that could come your way. With some careful planning, a motor yacht crossing of the Atlantic can be a safe and enjoyable experience for everyone involved.

What are Some Hazards to Be Aware of When Crossing the Atlantic by Motor Yacht

When crossing the Atlantic by motor yacht, there are a few hazards to be aware of. First and foremost is the weather. The North Atlantic is notoriously stormy, and even in summer there can be strong winds and waves. It’s important to check the weather forecast before setting out, and to have a plan for what to do if conditions start to deteriorate while you’re at sea. Another hazard is pirates. While piracy is more commonly associated with the waters off Somalia and Indonesia, it does still happen in some parts of the world, including the Caribbean Sea and parts of South America. If you’re planning on sailing through any areas where piracy is known to occur, it’s important to take precautions such as hiring armed guards or sailing in convoy with other boats. Finally, there are also political risks to consider when crossing international waters. Tensions can flare up suddenly between countries, and if you find yourself in the wrong place at the wrong time you could end up getting caught in the middle of a diplomatic incident or even being detained by foreign authorities. Again, it pays to do your research before setting sail and to have a contingency plan for what to do if things go wrong.

What are Some Tips for Making a Successful Transatlantic Crossing by Motor Yacht

When making a transatlantic crossing by motor yacht, there are a few key things to keep in mind in order to have a successful trip. First, it is important to have a well-equipped and well-maintained vessel. This means having all the necessary safety equipment on board and making sure that everything is in good working order before setting out. Secondly, it is crucial to have an experienced crew who knows how to handle the boat and the conditions at sea. Thirdly, it is important to plan your route carefully, taking into account weather patterns and currents. Finally, be prepared for anything and always err on the side of caution when at sea.

Atlantic Crossing in a 2019 Motor Yacht Lagoon 630

There are many ways to cross the Atlantic by motor yacht, but there are three main routes that are most popular. The first route is from the Canary Islands to the Caribbean. This route is popular because it offers good weather and sailing conditions. The second route is from the Azores to Bermuda. This route is popular because it avoids bad weather and has good sailing conditions. The third route is from Newfoundland to the United Kingdom. This route is popular because it offers great scenery and wildlife watching opportunities.

Related: How Long to Cross the Atlantic by Motor Yacht

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How To Cross the Atlantic, Routes and Timelines

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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!

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Crossing the Atlantic on a Yacht in Comfort

Experienced cruisers often discover Kadey-Krogen Yachts because they begin to search for yachts capable of crossing the Atlantic. If one searches the listings for Transatlantic boats for sale or contacts a broker with a very specific request to hear about yachts that can cross the Atlantic, they’re bound to discover plenty of superyachts, and some custom trawlers, and, of course, a selection of our models that are built to take on long bluewater cruising legs such as one takes on for an ocean crossinig.

Those who are more serious about open-ocean crossings begin to think about the best time to cross the Atlantic west to east and also consider provisioning, crew, a timetable, potential destinations, and all the factors, large and small, that enter into this exciting equation.

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Best boat for crossing the Atlantic

• Alison Wood
• May 12, 2023

What is the best boat for crossing the Atlantic? Ali Wood asks the owners of two catamarans and two monohulls sailing the North Atlantic to the Caribbean

The start of the ARC+ rally from Las Palmas in Gran Canaria in November. Credit: James Mitchell/WCC

For many boat owners, the ‘ideal boat’ is determined by the local cruising area.

Should you go further afield you might invest in more kit, or upgrade the batteries or sail wardrobe , for example, but you wouldn’t buy a new boat altogether.

But what about the bluewater dream; the ocean crossing and the months, or years that follow, anchoring in turquoise waters, climbing volcanoes and riding mopeds in search of engine parts?

Your boat is your home, classroom and office.

A decent day’s sailing is no longer the priority.

This ‘dream’ requires a different kind of boat altogether, one that can get you across an ocean safely, but be comfortable enough to live on.

You might need to buy a boat for this very purpose and sell it afterwards. Perhaps you’ll need to rent out your home and sell your possessions.

If you’re resourceful you don’t necessarily have to be rich.

“A bluewater adventure is typically a four to five year project,” says Jeremy Wyatt of the World Cruising Club, organisers of the Atlantic Rally for Cruisers ( ARC ).

“You don’t want to use the 35ft yacht you sail around the Solent in, but nor do you want to pay marina fees in Northern Europe for a 45ft catamaran. It’s becoming more common for people to buy a bigger boat for the ARC and then sell it afterwards.”

The average size boat taking part in the ARC today is 48ft, and in the past three years, the share of multihulls has increased from 15% to 26%.

Buy sensibly: Best boat for crossing the Atlantic

Jeremy advises against buying a brand new boat for an ocean crossing. You can spend the same amount again fitting it out, and you’ll be unlikely to get the money back when you sell it.

Let the first owner splash out on the kit and you can reap the benefits (albeit with a few inevitable repairs).

With this in mind, we visited sailors in Gran Canaria and Grenada to find out why they chose the boats they did – from two cruising catamarans built 34 years apart to a Bavaria that needed work, and a high-spec Hallberg-Rassy .

Bernie Kelleher

From: virginia beach, usa. sailing: circe , a 48ft hallberg-rassy.

Circe is a Hallberg-Rassy 48 MkI, with a cutter rig. Credit: James Mitchell/WCC

This is my first sailing boat, other than a little catamaran I sailed around the bay in, and a few small fishing boats.

You could say we bought our last boat first! That said, I’ve sailed a lot.

I grew up in Panama, sailing a 72ft schooner with the Sea Scouts, and we’ve chartered in the Caribbean.

I’ve also done the Salty Dawg Rally from Norfolk, Virginia, to Antigua three times, and from Panama to Mexico.

Bernie and Julie Kelleher. Credit: James Mitchell/WCC

My wife, Julie and I like the idea of safety in numbers, which is why we chose to do the ARC for our first transatlantic.

When we did the ARC Baltic, the staff made everything so simple, including going into Russia which, of course, we couldn’t do now, and we’ve kept in touch with the group we sailed with.

As for the boat, we decided on a Hallberg-Rassy for the safety aspect – we felt there was enough proof of them being seaworthy.

Though we were looking for a 46ft model, this 48 popped up at the same time in Germany. She’s a 2005 model.

The owner had bought her new and sailed her around the world once, and then the rest of the time just in the summer.

Very workable Hallberg-Rassy galley

We bought the boat in 2017 and sailed to Ellös on the island of Orust in Sweden, which is where they’re made; there are several boatyards in the area who are experts on the model.

We got some work done – I was living in Abu Dhabi at the time – and returned to Europe every summer, except during the Covid-19 lockdown, to sail.

We did the ARC Baltic in 2019 and loved it, which is why we wanted to go with the ARC for the transatlantic.

Cruising around Europe, we met a lot of rain and wind, so were glad we chose the hard top.

Not all models have this, but it’s amazing the difference it makes. In bad weather, if you sit on deck, it’s howling, but as soon as you go under the cover it all quietens down. It’s truly amazing.

Plenty room on the decks for kayaks

Everything on deck can be controlled from the cockpit area, and the additional bimini – which we had made – encloses the whole aft deck.

You can sit and have dinner in there. It’s very nice!

I wanted a heavier anchor , so I bought a 45kg Ultra, which has never dragged once, and we added some davits for a dinghy and two 370W solar panels .

I have a bank of 10 house batteries, which is plenty, and the solar panels keep us charged.

Circe is a cutter rig, so we have the main, a genoa and a stay sail, and a Code 0. If we’re sailing downwind then we’ll go for wing-on-wing – Code 0 and genoa.

he roomy interior of the Hallberg-Rassy 48. There is also plenty of storage

The boat is so well kitted out that my daughter, an environmental consultant, moved on board for the summer and managed to work.

If she had a meeting we’d get up early and sail into a port.

Our two Orange SIM cards for Spain and Portugal worked beautifully, and mobile reception was fine.

There’s loads of storage on this boat. We’ve got heating and air-conditioning, a microwave, a Vitamix, a toaster maker; we’ve got it all and are looking forward to doing the voyage!

Kasper Vagle

From: bergen, norway. sailing: lomvi , a bavaria 38.

Lomvi sets off from Las Palmas. The Bavaria 38 was built in 2003. Credit: James Mitchell/WCC

My partner Line is a veterinarian. Our doctor, Ingrid, doesn’t arrive until we stop at Cape Verde, so if we get sick before then, it’s rough treatment!

Line and I are sailing with our three-year-old son Hjalmar and friend Nikolas. Hjalmar was just six months old when we bought our Bavaria 38, Lomvi .

She was built in 2003 and named after a North Atlantic seabird, a ‘guillemot’ in English.

We live on board, which has given us plenty of time to practise sailing over the long summer holidays – though we weren’t that experienced at first, and tore the genoa in strong winds in the fjords.

Lomvi is our first boat, but I crewed on the ARC Europe in 2013.

Relaxation time for Line – but she’s still clipped on. Credit: Kasper Vagle

The experience stayed with me, and later when Line and I drove a tiny car to Mongolia, we got the idea to sail across the Atlantic.

That was three years ago. I was doing my PhD in economics, and this trip was the carrot that kept me going.

We left Norway the day after the defence of my doctorate.

Lomvi was the biggest, nicest boat we could afford on our budget. Actually, she was right at the top of our budget, but she was also the only boat available, and we had just a week to move out of our flat!

I was on paternity leave, so we just did it. I’ve been surprised by how well she sails and how safe the boat feels.

There’s a huge community of Bavaria owners and Facebook forums where you can ask anything… which is just as well as we had to basically make an ocean sailing boat out of one kitted out for weekend cruising.

With a young son on board, Kasper put up safety netting around the boat

Safety is a priority. We put netting up around the boat and bought an engine fire suppression system.

We can’t afford to employ anyone, so we’ve done a lot of YouTubing and trying out things for the first time.

We upgraded the batteries to lithium and the charger, and I welded the frame for the solar panels .

I’d never done welding before, but my father-in-law had the tools and I learnt from watching videos. It’s not cracked yet!

I’ve been really pleased with the solar panels. Between those and the 400Ah of lithium batteries , we’ve never had to worry about electricity.

That said, we don’t have a fridge or use a lot of power – we need the power for the autopilot. I have no technical background.

I’ve spent four years in an office so DIY is a completely new universe.

Lomvi ’s crew for the ARC+ Credit: World Cruising Club

I bought a 10-year-old Spectra watermaker . Bought new, they’re super expensive, so I was keen to refurbish an old one.

That’s really been a challenge trying to make it work! I completely disassembled and then reassembled it.

I spent hours in correspondence with Spectra technical support (who were great by the way).

There are so many things you have to read up on, but slowly I’m starting to understand them – how to fix leaking toilets and things like that.

I haven’t enjoyed it all – I’ve cried in frustration during the process. DIY has its ups and downs but when you fix something it’s worth it, and if it breaks at sea I’ll have a better understanding.

I was so happy when we made our first litre of water!

With the solar panels, we can sail for four to five days without running the engine to charge the batteries, even if it’s completely overcast.

I’m glad I made the frame at the back. Some of the other people on the ARC have mounted their solar panels on the sprayhood or deck and they’re having trouble with the shadow from the sails.

They’re not getting the charge they hoped for. We have the original mainsail from 2003 and are also carrying a gennaker and storm jib .

Our friends and family pitched in to buy us the gennaker as a PhD finishing present.

Lomvi ’s solar array on a DIY welded frame

It wasn’t on our must-have list, but I’m so happy now we have it.

We sail with it a lot, and it makes light wind sailing super enjoyable, allowing us to sail higher.

Hjalmar has adapted so well. He climbs all over the boat but has learnt to hold on to things.

He doesn’t like being on deck in bad weather, but is very happy down below in rough seas.

We said to ourselves, if he doesn’t like sailing, it will be a deal-breaker, but fortunately he does!

It’s been going surprisingly well, although I must download some new films for him on the tablet as he’s watched Winnie the Pooh a hundred times! It’s been nice being together as a family.

Before now, we’d been busy with work, sending him to kindergarten, and spending only a few hours in the afternoon when you’re tired and trying to get tea ready.

This way we have a lot more time together now.

We’ve been nicer parents, nicer to be around. It’s been very good for us all.

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Chet Chauhan

From: london/holland sailing: navisana , a nautitech 46 open.

Navisana and her crew. They are planning to sail around the world. Credit: Chet Chauhan

I got into sailing over 20 years ago. I raced a lot in the Solent, got my Yachtmaster , and did a few charter holidays in the Med and Caribbean.

In 2000, I started planning my first extended cruising trip… and did it 10 years later.

This will be my second trip, and this time my partner, Jessy, and I are planning to take a three- to five-year sabbatical to hopefully sail the world.

When I prepared for my first round-the-world trip I was working in Silicon Valley, San Francisco.

I owned an old Beneteau First 38. It didn’t have any of the cruising gear on it; just two small batteries; the house bank was 55Ah.

Jessy, Chet and crew Dan arrive in St Lucia. Credit: World Cruising Club

It was during the financial crisis and I couldn’t sell her, so instead I spent two years turning her into a cruising boat.

I added a wind vane , fuel tank, SSB radio , new house bank, solar, a windlass , and much more.

With my girlfriend at the time, we sailed down to Mexico, spent six months there and made our way to Australia.

It took around 14 months. It was a great trip; the best time of my life, but still I felt that the boat wasn’t a proper cruising boat.

She sailed really well – I have always owned performance boats – but I was thinking, next time I’m going to buy the right boat in the beginning.

When I started planning for this trip I had my heart set on the 45ft range of older cruising boats – Hallberg-Rassys, Oysters – but then I started thinking about the tropics and how for that kind of sailing, a catamaran is the right boat.

Chet and Jessy are now crossing the Pacific. Credit: Chet Chauhan

In the South Pacific, and when you’re at anchor, it’s hard to find completely calm anchorages; they’re always a bit rolly, but with a catamaran it stays flat and you can go right inshore.

Even Skip Novak, who owns only monohulls, insists that catamarans are best for a tropical circumnavigation.

It took me 23 days to cross the Pacific, and we were heeled all the time – eating and sleeping at an angle. It’s not a big issue for me, but Jessy is a relatively new sailor.

I’m dragging her on this trip, with a free ‘opt-out any time’ card, so I need to make sure it’s comfortable!

I’ve chartered a lot of catamarans and there are two camps – you’ve got the Lagoons, Leopards and Fountaine-Pajots, which are optimised for interior space, but don’t sail easily in light airs.

You need 15 knots to really get them going. They’ll be fine in the ARC, with the tradewinds behind, but in Asia and the Med, you’ll have the engine running a lot.

Then there are the Outremers – daggerboard boats with narrower hulls.

They’re higher performance, but on an ocean crossing most owners have to slow the boat down to make it comfortable in the waves.

They’re weight sensitive – which prevents you from taking all the cruising gear you want – and more expensive, so for a circumnavigation that wasn’t right for us.

In between these camps you have Nautitech and Seawind catamarans, which don’t have daggerboards.

They don’t point as well as the Outremers, but they do have a lot of space, perform well and are a great compromise.

We can do all our night and day watches from the nav station inside the boat, which is one of the things I love about Nautitechs.

You can turn the seat to face forward to give full 360° visibility and you are totally protected from the elements.

Find out more about Chet’s kit list and adventures at sailingnavasana.com

The downside is that it’s harder to see the stars at night, so we have to drag ourselves outside and put on lifejackets and tethers for that.

I don’t like sitting on a pedestal. I like a boat where you feel you’re sailing, and you can feel the pressure on the rudder when steering, which is another reason we went with Nautitech, and their two aft helms that are directly connected to the rudders .

My first three boats were 20 years old, and my fourth six years old, so a brand new boat was a departure for me!

I’d have preferred to have been the second owner because the first one has to deal with all the build issues, but I couldn’t find a second-hand Nautitech 46 Open.

This is hull number 165 and we’ve had no major build issues after a year. I’ve had to add a lot of equipment.

A new catamaran like this would be great for weekend sailing, but it’s different if you want to go round the world in it.

We’ve added 2,000W of solar power, and changed the batteries and setup to lithium.

We also added a 100l/hour watermaker, downwind sails and upgraded the anchor.

After sailing from Europe and crossing the Atlantic with the ARC we are now getting ready to cross the Panama Canal and the Pacific Ocean to French Polynesia.

We are very happy with our decision to get a new Nautitech catamaran.

Jon Walmsley

From: essex, uk sailing: ciel bleu , a fountaine pajot maldives 32.

Ciel Bleu and her crew. The catamaran was the oldest taking part in the 2022 ARC. Credit: Travis Ranger/WCC

At 32ft, Ciel Bleu is the smallest boat in the ARC+ fleet, and also the oldest catamaran; she was built in 1988.

Funnily enough, the biggest catamaran, Elsie 1 , is also a Fontaine Pajot, a brand new Samana 59.

I used to work in IT and my partner, Dawn, worked in a school.

When I retired I got to the point in my life when I had the freedom to go cruising. I suggested to Dawn we cross the Atlantic.

She wasn’t keen, but agreed to join us for short hops from our home in Paglesham, Essex, to the Canaries.

When a crewmember dropped out, she decided to stay on for the whole trip, together with my friend, Shaun and nephew, Stephen.

Jon loves the living space you get with catamarans. Credit: Ali Wood

Other transatlantic sailors we met en-route to the Canaries were dismissive of us doing the ARC+.

They made us feel we’d turned up for a cycle race with training wheels on, but I’m so glad we’re doing this with other boats.

We’ve made so many friends in the fleet. It’s a really good community, and we’ve got a lot out of it. I’ve had to spend a lot of money to kit her out – around £15,000 to £20,000.

The watermaker alone cost £5,000, but it would be the same with any other ocean-going boat.

The cost of rally fees on top are pretty small in comparison.

Back home we sail on the East Coast, where I’m a member of the Roach Sailing Association.

It’s a very small club; a group of very hands-on people.

My father owned a boat and I’ve been fiddling with them all my life.

There is a huge weight saving in having just one outboard

I previously owned a Wharram Tiki 28 catamaran but we wanted more space for our adventure. I narrowed the search down to two options: a Farrier-designed folding trimaran (a boat I’d still love to own), or a Fountaine Pajot Maldives 32.

We settled for the latter, which we found in Langstone Sailing Club by Hayling Island.

She’d been fully refurbished to a standard that surpassed the original build.

At 32ft long, Ciel Bleu falls in the 10m category when berthing in a marina, and is 17ft 6in wide.

There aren’t many small cruising catamarans around like her because the market swiftly moved upwards when they grew in popularity. Fountaine Pajot stopped making the Maldives 32 in 1991.

With a single 9.9hp outboard Ciel Bleu is a really light boat – just 3 tonnes; the lightest by far on the rally.

The crew of Ciel Bleu. Credit: World Cruising Club

Twin diesels on a catamaran this size would increase the displacement considerably, adding weight where you don’t want it and compromising the sailing performance.

Ciel Bleu is tiller-steered, and for long passages we use a tillerpilot. Hand-steering downwind on a cat you swerve all over the place, so you realise what a good job it does.

The problem, though, is in a rain shower or heavy spray, water travels past the ram and upsets the electronics.

The first sign is the display steaming up so I had to buy a cover and make a waterproof sleeve, which did the job.

Many sailors (including myself) would favour a traditional blue water cruiser over a lightweight catamaran for ocean passages because of its seaworthiness in bad conditions.

If a traditional heavy displacement blue water cruiser could be seen as a half-full glass bottle bobbing in the water, then Ciel Bleu is more akin to an empty egg box floating upon it.

The biggest worry is a capsize. This can happen when the boat accelerates down a wave too fast and trips over itself at the bottom.

To mitigate this, I’ve got a 4ft drogue to stream behind the boat on a bridle and 150ft of warp.

One good thing about Ciel Bleu is that she’s lined with foam and has watertight compartments in each bow and large foam blocks in her sterns which, coupled with unballasted keels, renders her buoyant even if full of water or upside down.

Even if we had to take to the liferaft, you’d stay with the boat and provisions.

Although she has a lot of space inside, the light displacement and lack of a deep bilge means there’s not a lot of space for fuel and water on long passages.

I had to add additional tanks last winter. I’ve always loved multihulls.

I like the space, the trampoline, and having room for a dinghy on the back, plus you can play Scrabble every night and drink full cups of tea, not ones that are two thirds full.

Once you start catamaran sailing it’s hard to go back!

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Can A Yacht Make It Across The Atlantic? (Factors To Consider)

When it comes to crossing the Atlantic Ocean, there is no one-size-fits-all answer. The type of yacht you choose, the route you take, and the conditions you face will all affect how long it takes you to make the crossing.

In this blog, we’ll take a look at some of the factors you need to consider when making the decision to sail across the Atlantic.

The First Question You Need to Ask Yourself Is What Type of Yacht Is Best Suited for an Atlantic Crossing?

There are a few different options, and the best one for you will depend on your experience and budget. If you’re a beginner sailor, you may want to consider a smaller boat that is easier to handle. If you’re an experienced sailor, you may want to go for a larger boat that can handle rough seas.

Once you’ve chosen the type of yacht, you need to consider the route you’ll take. The best way to cross the Atlantic is usually via the Cape Verde Islands or South America. These routes are shorter and more direct, which means that your sailing time will be shorter. However, these routes are also more challenging, so it’s important to choose one that you’re confident you can handle.

How Long Can You Sail a Yacht Across the Atlantic?

This will be determined by a variety of things, including the size of your yacht, the route you take, and the weather conditions. Most yachts can make the crossing in about two weeks, but it’s important to be prepared for rough seas and possible delays.

Assuming twenty days at 12 knots per day, a yacht crossing the Atlantic can travel 2,880 nautical miles at an average speed of 14.5 knots (nautical miles/hour).

This number assumes no stormy conditions can slow down your voyage west across the Atlantic Ocean, however, if the sailing time is extended due to rough ocean waters or winds preventing you from reaching every mile at its fastest sailing rate.

How Much Fuel Do You Need to Make It Across the Atlantic?

This will vary depending on the size of your yacht and the route you take. On average, you’ll need about 100 liters of fuel per day to make the crossing. Note: Fuel consumption at a speed of 15 knots will be increased during emergencies thanks to going at full throttle.

How Long Can Your Yacht Sail Without Refueling?

The average cruising yacht can sail for about three weeks without refueling. However, this can differ depending on the yacht’s size and engine type. The weather should also be taken into account. The Atlantic is a notoriously windy ocean and can be treacherous in the winter months. 

-Make sure you have a good weather forecast and are prepared for rough seas. 

-Make sure the sails are in good condition, the hull is clean and free of barnacles, and the engine is well-maintained.

-Finally, you need to make sure your yacht is in good condition.

How Do You Choose the Right Boat for Your Atlantic Crossing?

The trip can be made by several different types of vessels. The most popular are sailboats. Sailboats are the best choice for those looking for a more leisurely crossing. They can sail with the wind and don’t have to rely on engines to get them across.

This makes for a more enjoyable crossing, but it also means that the crossing can take longer. If you’re looking for a quicker crossing, you may want to consider a powerboat. Powerboats can make the crossing much faster, but they can also be more difficult to sail. 

Another factor to think about while selecting a boat is its size. For a crossing of this length, you’ll want a boat that’s at least 30 feet long. This will give you enough room to sleep, eat, and store your belongings. You’ll also want a boat that’s stable in bad weather. A boat that’s too small or too unstable could be dangerous in rough seas. 

Finally, you’ll want to think about the type of sailing you’ll be doing. If you are doing a lot of sailing, you’ll want a boat with a good autopilot. If you are mostly motoring, you’ll want a boat with a good engine.

How Many Sailors Do It?

The number of sailors who make the crossing every year varies, but it’s estimated that about 1,000 yachts make the crossing each year.

Across the Atlantic, there are many sailors that complete the voyage in a motor yacht. In order to make it across, the yacht must have enough fuel capacity, and the time of year must be right. The ocean can be a harsh place, so a sailing yacht is not always the best option.

How Do You Set Sail Across the Atlantic?

The process of setting sail for an Atlantic crossing can be daunting, but it’s not as difficult as it seems. The first step is to double-check that you have all of the necessary supplies, including food, water, fuel, and spare parts. Once you’re ready, you can set sail for the open ocean.

• The weather can be a major factor in deciding whether or not to set sail
• You’ll want to make sure you have enough fuel to make the trip
• It’s important to make sure your yacht is in good condition and is properly equipped for the journey

How Big Does a Yacht Have to Be to Cross the Atlantic?

There is no one definitive answer to the question of how big a yacht must be to make a successful transatlantic crossing. The size of the yacht, its draft, the number of crew and passengers, and the weather conditions at the time of the crossing will all be factors in the success or failure of the voyage. 

That said, a yacht that is too small may not have the stability or range required to make the journey, particularly in rough weather. A yacht that is too large may be unwieldy and difficult to manage in tight quarters or in choppy seas. 

In general, a yacht that is at least 50 feet long with a draft of at least six feet will have the stability and range to make a successful crossing. However, experienced ocean sailors may choose a smaller or larger yacht depending on the conditions they expect to encounter. 

Many yachtsmen opt to cross the Atlantic in a catamaran, which is more stable and has a greater range than a monohull yacht. Catamarans also tend to be faster than monohulls, making them a desirable option for longer crossings.

How Far Can You Travel on a Yacht?

While most yachts can only travel about 500 miles per day, there are a few that can travel up to 1,000 miles per day. Yachts can also travel from the Mediterranean to the United States. The longest route for a yacht is the Great Circle Route. This is a route that goes around the world.

Yachts can travel up to 25 knots (29 miles per hour). This is the cruising speed for most yachts. The speed of a yacht depends on the wind and the waves. The wind can push a yacht in the direction that it is going. The waves can help a yacht move forward.

There are many things that a yacht captain needs to know before they set sail. They need to know the weather conditions, the winds, and the waves. They also need to know the route that they are taking.

Can a Yacht Survive Through Rough Seas?

Yes, a yacht can survive through rough seas, but it’s important to choose the right boat and to be prepared for the worst. Ensure that you have enough food and water and fuel to make it through any type of weather.

 However, you need to be prepared for all kinds of conditions. Headwinds can slow down yachts, and the middle of the ocean can be a lonely place.

• Yachts need to be well-equipped for the journey.
• They need to have sturdy hulls that can withstand the impact of waves.
• Make sure they have strong masts and rigging.
• Yachts need to have a good supply of food and water.
• They need to have charts and navigational tools.

What Are the Pros and Cons of Sailing Across the Atlantic?

The pros of sailing across the Atlantic include getting to enjoy the wide ocean and seeing some of the world’s most magnificent vistas.

It’s difficult to beat the difficulty and adventure of sailing such a great distance. The ocean is also a great place to get away from it all, and there is a sense of freedom that comes with sailing on the open seas.

There are also a few potential cons to consider. One is the fact that weather conditions can be unpredictable, and storms can pop up quickly. Navigation can also be difficult in open water, and there is always the possibility of running into trouble.

Another consideration is the distance itself. The 3,000-mile Atlantic passage from Europe to the Americas is arduous, and it might take weeks or even months to complete.

In the end, whether or not to sail across the Atlantic is a personal decision. Those who are drawn to the challenge and adventure of such a voyage will likely find it an unforgettable experience. However, it’s critical to be aware of the hazards and to be prepared for the worst.

How Many Yachts Make the Crossing Every Year?

The number of yachts that make the crossing every year varies, but it’s estimated that about 1,000 yachts make the crossing each year.

The journey typically starts in late summer, when the westerly winds are strongest. It’s a great experience to motor across the north Atlantic, and many boats have successfully completed the crossing.

• The weather can be a major factor in deciding whether or not to set sail.
• You’ll want to make sure you have enough fuel to make the trip.
• It’s important to make sure your yacht is in good condition and is properly equipped for the journey.

How Long Does It Take to Make the Crossing?

On average, it takes about two weeks to make the crossing, but it can take longer if you encounter bad weather.

The journey can take longer if the yacht anchors in harbors, but this can also add to the cost of the trip. The bluewater sailing is a beautiful experience, but it is important to be aware of the weather conditions and to have sufficient supplies on board.

How Much Does It Cost to Make the Crossing?

The cost of making the crossing will vary depending on the type of yacht you choose and the route you take. However, on average, it costs about $5,000 to make the crossing.

Making a crossing from the US East Coast to Europe on a yacht can be a costly and time-consuming proposition. The main costs are fuel, food, and berthing. There are several ways to reduce the costs.

• Using a solar panel to power the boat can reduce the need for fuel.
• A bigger boat will also provide more space for provisions, and sailing on a freighter can avoid the need for berthing fees.
• The main challenge is the distance.

What Are the Dangers of Sailing Across the Atlantic?

The dangers of sailing across the Atlantic are storms, rough seas, and pirates. It’s critical to be ready for the worst and have a strategy in place in the event of an emergency. Sailors must be aware of the risks of sailing in open water, and they need to be prepared for the challenges they may encounter.

One of the biggest dangers of sailing across the Atlantic is the weather. Sailors need to be prepared for all types of weather, from storms to high winds to hurricanes. They also need to be aware of the weather patterns in the area they are sailing in, and they need to be prepared for the possibility of encountering bad weather.

Another danger of sailing across the Atlantic is the ocean itself. The ocean is a huge and unpredictable area, and sailing through it can be dangerous. Sailors must be aware of the risks of sailing in open water, and they need to be prepared for the challenges they may encounter.

What Type of Yacht Is Best Suited To Make It Across The Atlantic?

The type of yacht that makes it across the Atlantic depends on where you want to go. If you’re going to Europe, you should consider buying a yacht that has been built specifically for ocean crossings. These yachts are designed to withstand rough conditions and make crossing the ocean easier.

• Look at the size of the yacht before you buy it. Bigger yachts are safer and more stable than smaller ones.
• Consider the length of the yacht. Longer yachts are safer than shorter ones.
• Check if the yacht has an engine room. This is important because engines can fail during storms.
• Look at what kind of sails the yacht has. Some yachts have sails that are made of canvas, while others use metal sails. Metal sails are stronger and last longer than canvas sails.

Atlantic Ocean

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Atlantic Crossings

An Atlantic Crossing is probably on the bucket list of all keen sailors and is an amazing once in a lifetime experience. Obviously it is necessary to be thoroughly prepared due to potentially difficult sailing conditions which may not be possible to avoid. At A2A Yachting we can provide you with a choice of reliable and well-maintained yachts along with skippers who have experience of multiple Atlantic crossings. Avoiding squalls and larger low pressure systems is all part of the experience but if you do get caught out you will be in good hands on tried and tested yachts. There are three popular routes for crossing from Europe to The Americas:

Northern route - Las Palmas to Antigua (2580NM)

On the most direct route option starting in The Canary Islands there is a higher chance of encountering unsettled weather, particularly for the first half of the route. The trade winds tend to be more consistent and stronger on a more Southerly route. There is also more risk of getting closer to some of the large low pressure systems in the North Atlantic Ocean. If there is a well-established high pressure system then this is usually the fastest route. If the high is less established there is more chance of a low pressure system developing in the middle of the Atlantic. Racing boats often choose this route as the faster the boat is, the more chance there is of being able to sail around bad weather systems as they develop.

Middle Route - Las Palmas to St Lucia (2800NM)

Probably the most popular route also starts in The Canary Islands but you initially head South or Southwest before heading pretty much exactly due West. In times gone by sailors advised to head South until the butter melted then head West for the Caribbean! In modern times with sophisticated navigational equipment the guidance is to get down to 20° North by the time they reach 25-30° West. As you travel further South the trade winds are more consistent and the air temperatures are warmer which makes for a more comfortable passage.....just make sure the butter is in the fridge!

Southern route - Las Palmas to Cape Verdes (850NM) then Cape Verdes to Barbados (2000NM)

Again starting in the Canary Islands but breaking the journey up with a stop in Cape Verdes. The first leg is an easy trip with a favourable wind direction and the opportunity to refuel, fill up water tanks and get fresh food supplies. It is also a chance to take a break from the Atlantic and explore the beautiful islands. It also gives another opportunity to look at weather forecasts and plan the best time to leave in order to avoid any potentially difficult sailing conditions. On the second leg the trade winds are more consistent giving good passage times with manageable and more predictable sea states.

Arriving in the Caribbean

The routes above give suggested final destinations but there are plenty of popular ports in the Caribbean to visit. The most popular trans-Atlantic arrival ports are:

• Barbados: If you want to visit Barbados it is probably better to go there first as it is east of the Windward Islands; so if you want to visit it later it is 60 NM upwind against the trade winds. Bridgetown is the preferred port of choice.
• Martinique: Le Marin on the Southwest corner of the island is the preferred port of choice.
• St Lucia: It can be busy here before Christmas due to this being the destination for a large number of ARC (Atlantic Rally for Cruisers) yachts. Rodney Bay is the preferred mooring area and will start thinning out in the New Year.
• Guadeloupe: Point a Pitre on the South of the island is the preferred mooring area.
• Antigua: Falmouth Bay or English Harbour on the South of the island are recommended.
• Sint Maarten: Simpson Bay is recommended, with a beautiful lagoon and some of the best repair facilities in the Caribbean if they are required.

Timing is very important when crossing the Atlantic and most people choose to avoid the hurricane season from June to November. Leaving in late November is very popular but some people prefer to leave in January when the trade winds are often stronger. If you are one of those people who like to push boundaries you may choose to leave earlier but run the risk of running into potentially dangerous sailing conditions. For sailors who want to get an early start on the season the best tactics is to stay as close to Europe as possible so if a hurricane does develop then it is a lot easier to find a ‘hurricane hole’ to take refuge in.

The three routes above are the most popular but A2A Yachting offers clients the choice of charters from any departure port they require. We have a choice of monohull yachts from 40 to 65 feet, catamarans from 40 to 60 feet, or superyachts such as the Swan 80. You may want to take part in the ARC Rally as part of your adventure if you want to be more sociable, and have the added security of many other boats a short distance away. For an Atlantic crossing a charter is between 3 and 8 weeks, depending on the route taken and how much time is spent in the Caribbean at the end of the crossing. We can also offer shorter crossings such as The Canary Islands to the Balearic Islands, or between the Adriatic Sea and Cape Verde. If you have a particular crossing route in mind please let us know and we will provide you with the options that are available in those destinations. So if you want to test your sailing and navigation skills, or just cruise across on a luxurious superyacht, please get in touch with your specifications so you will have a great story to tell your grandchildren....

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The story of 106m Black Pearl's long-awaited sail across the Atlantic

It’s taken five years for this groundbreaking yacht to show the world what she’s really made of. So was it worth the wait? Holly Overton gets the inside track from her captain and crew.

Black Pearl was designed to push the boundaries of technology and what was thought to be possible for a 106.7-metre under sail. But even for her captain, Christian Truter, carving through the busy waters of St Barths at 14 knots was a bold move. She was an unexpected guest and her fashionably late arrival to New Year’s celebrations caused quite the stir. “We were heeled over, full sail set, blitzing the anchorage between all the boats,” Truter recalls. This was the first time Black Pearl had ever seen this side of the Atlantic, and she wanted to let the world know she had arrived.

It took six years, a visionary owner, and an army of designers, architects and engineers to build Black Pearl . When she was finally delivered in 2018, she was the largest sailing yacht in the world and by far the most technologically advanced. She was built to cross oceans but, up until last year, had barely strayed from Europe.

“The original plan was to sail around the world,” explains Derek Munro, the owner’s representative. “The owner wanted to show the boat off and show the technology to as many people as possible.” She is essentially a wind-driven power plant with three freestanding masts and 2,900 square metres of sail. Her revolutionary DynaRig was a significant advancement on Maltese Falcon , with 25 per cent more sail area, electric rotating spars that made her more manoeuvrable and a hinged rig that reduces her air draught so she could pass through the Panama Canal. Then there is all the stuff you can’t see: variable-pitch propellers which can produce enough energy to power the hotel load under sail or recharge the batteries, allowing her to cross oceans without burning a litre of fuel; her waste heat recovery system is perhaps the most advanced ever seen on board a private vessel; and her spars, yards and superstructure are even wired for solar.

After the shakedown from the Oceanco shipyard in the Netherlands to Gibraltar, she entered a long warranty period. “There were still some technical elements that needed finishing and [the owner] wasn’t in a hurry. He wanted things to be perfect and he was happy to take the time to do that,” explains Captain Truter. When she finally set sail, Black Pearl logged some serious miles in the Mediterranean, bouncing between Gibraltar and Cyprus, before heading into the North Sea around the tip of Denmark and up into the Baltics.

Any plans for a global tour were put on pause during the Covid-19 pandemic, which kept her bound to Europe. But it was the unexpected death of her owner in 2021 that put Black Pearl in a renewed state of limbo. She sat on the dock in Montenegro for more than a year, occasionally running training sails with the crew, so that when the call eventually came in, they could drop lines and go. That is the beauty of the DynaRig. There are no sheets to run, no stays, no winches, no heavy sails to heave across the deck or covers to remove. You could be off an anchorage with sails set in just seven minutes.

“The boat has been getting prepped to go to the Caribbean for a long time. There was a false start the year before, but this year we knew we were going,” says Truter. She checked into the Adriatic42 shipyard in Montenegro at the beginning of November for her five-year class survey in preparation.

“Winter in the Mediterranean, particularly in the Adriatic, you spend a lot of time watching the weather. It was serendipity that we had a window opening up to dodge low-pressure systems that also aligned with our survey,” says Truter. The last contractors stepped off the boat at 5pm on November 24 and by 8pm the crew was dropping lines and heading to Albania to bunker.

“We sailed across the boot of Italy and up through Messina, and because of the wind – we had 40-plus knots – we hugged the coast of Italy. Once we got up around Capri, we did a beautiful bear away and, with wind on the quarter, sailed towards Bonifacio,” Truter explains. They were chasing the incoming mistral in the Golfe du Lion. “We threw a dart onto the chart at which point we expected the wind to come in on the mistral. And pretty much on that point, we ended up with 40 to 50 knots of wind. We bore away, shortened sail and sailed at 15 knots towards Menorca.”

A brief stop in Palma saw the conclusion of a few inspection items left over from the survey in Montenegro and some time spent poring over weather charts. “It had been a weird year in the Atlantic with a lot of unsettled low- pressure systems quite far south disrupting the Azores high and not really providing great crossing weather. As we were sitting there it looked like a pattern was forming to give us reinforced trades from just south of the Canaries if we hustled,” says Truter.

The crew made haste for Tenerife, where they picked up a couple of stowaways, Munro and the former captain, Chris Gartner, and were soon heading south to catch the weather system that was opening up. “We motor-sailed for a day towards 22 [degrees] north, and as soon as we got into the wind, around 23 [degrees] north, we turned off the engines and set full sail. We sailed the whole way to St Barths from there.”

Reinforced trade winds effectively slingshot them across the Atlantic. The wind was in the high thirties and she was cantering along at up to 19 knots. “We would have gone faster but we were spinning props to create electricity so we could turn our generators off,” says Truter. It is a careful balancing act. Running the regeneration system robs her of a couple of knots but feeds energy back into the vessel. At the same time, they needed pace to stay ahead of the weather system that was nipping at the transom.

Most of the helming is done from the two large wheels on the flybridge with the wheelhouse used only on occasion. And if there is bad weather? “You put your foulies on and get a cup of coffee,” says chief officer Matthew Hopkins.

Black Pearl left Montenegro with 22 crew and collected a few more en route. The 12-day transatlantic overlapped with the festive period and the crew spent Christmas and New Year’s Eve at sea. For almost half of those on board, it was their first Atlantic crossing. “There may have been a ritual,” laughs Truter. “King Neptune [aka Gartner] definitely made himself present.”

On Christmas Eve, Black Pearl caught up to a solo rower competing in the Talisker Whisky Atlantic Challenge. The crew gathered on the flybridge to sing him We Wish You a Merry Christmas. And the morning after, they had a visit from Santa Claus, aka Munro.

Black Pearl was underway for 20.5 days from Montenegro to St Barths. She sailed more than 80 per cent of the way, averaging 11 knots, and consumed 32,000 litres of fuel over 5,600 nautical miles. (A conventional 100-metre motor yacht would burn around 10,000 litres a day.)

The arrival of Black Pearl into St Barths on January 2 was a poignant moment, particularly for Chris Gartner. Steering from the flybridge with sights on the anchorage, Truter handed the helm to Gartner, who had been Black Pearl’s captain and custodian from the build until last year when he left to join a new project. The journey marked the end of a chapter in his career and the start of a new one for Black Pearl .

With a renewed sense of adventure, Black Pearl is set to welcome others to experience her power and prowess for the first time as she joins the charter fleet. She will offer charterers a unique “Eco Mode” option where the boat will waive any fuel costs to those who agree to mostly sail and, when engine power is necessary, only use the electric motors at a maximum speed of 11 knots.

At the time of writing , Black Pearl is back in the Med but plans to return to the Caribbean. Having completed her first – and now second – Atlantic crossings, the crew are resolute in their commitment to the mission started by her late owner: to cross oceans and leave the smallest possible footprint. “As with any yacht you want to see them out on the ocean chewing up the miles and going to different places,” says Munro. “This was our first big voyage and hopefully the start of many, many more.”

Black Pearl is offered for charter with Superyacht Connections, superyachtconnections.co.uk

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Safest Route & Timing for Transatlantic Crossing?

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Question : What is the safest route for a transatlantic crossing from America to Europe (on a 50 ft. Catamaran), and what week/month would be safest to take that route? Ideally we'd like to make initial landfall in Ireland, but if heading that far north during the crossing adds significantly to the dangers of it, then we're certainly open to a more southerly destination. As for time of year, we're in no hurry. any ideas? Thanks!  

You might want to look into the ARC, Atlantic Cruisers Rally. Though it has race aspects, it's really more of a group crossing.  

Get a British Admiralty or a U.S. Pilot. I am guessing that mid-June is the best time (most steady wind with fewest gales) on average, but pilots only report the average historically: one year with four June hurricanes turning into six gale front at 45 N cancels out another year with a single June 30 30 knot gale off Iceland and dappled calms the rest of the month. A catamaran, especially a 50 footer, is a fast boat. If the idea is to avoid heavy stuff, but to keep moving, I would suggest the shortest circle route, maybe in July to avoid bergy bits out of the Davis Strait/Labrador. "America" here could be the entire East Coast, but a lot of people would go to St. John's, Newfoundland and, knowing they could maintain 10 knots, would pick a likely weather window and get to Ireland in 180 hours or eight days or so...eight days being on the outer edge of a semi-reliable forecast. We monohullers just have to leave when ready and hope we don't get plastered more than once in a 15-20 day crossing...  

Don't you get headwinds most of the way there at that latitide? I thought that'd be better for the ride back.  

my name is Ryan Donnelly, I am do to graduate from the Landing School of Boat building at the end of June, i have been having trouble trying to find a boat crossing the Atlantic to Ireland at that time, if you are interested in crew please drop a line  

The ARC/Europe Rally leaves Florida early May for Bermuda and then crosses to the Azores in late May...boats go on to other points in europe from the Azores in mid-June. Details here: World Cruising Club ARC Europe itinerary  

'World Cruising Routes' by Jimmy Cornell provides excellent info on all routes, or look at his web page called Noonsite .  

No offense; perhaps it's your writing style, or the fact that we don't know you yet (welcome aboard, by the way); but from the way you asked the question it sounds like you might want to put off your crossing. What is your boat and your experience?  

A big hello from Oz, We are planning a trip from europe back to Australia.Can anyone advise on tracphone V7 mini-vsat broadband. Our application is trading shares and e-mail and ofcourse weather. ciao cippilini  

JagsBch said: So what would be the smallest boat one would dare make this trek on? Click to expand...

May is the accepted 'best' window for this crossing. Ireland sounds good as a destination and is a wonderful cruising ground. That track should steer you North of some of the busy shipping lanes closer to the UK.  

Averydonnelly I am intending on putting something together and crossing over to Europe. I'm looking for a small ship to purchase and have no experience whatsoever. I just thought I'd read some books and wing it. I can tell you more when the rest of the pieces fall into place, until then the idea of having someone who knew what they were doing with me sounds nice. sincerely Graeme lithgow  

Averydonnelly I am intending on putting something together and crossing over to Europe. I'm looking for a small ship to purchase and have no experience whatsoever. I just thought I'd read some books and wing it. I can tell you more when the rest of the pieces fall into place, until then the idea of having someone who knew what they were doing with me sounds nice. sincerely Graeme lithgow Click to expand...

Barquito said: tick... tick... tick... Seriously? Click to expand...

seriously "Trial by fire" that sounds at least a little bit like support and optimism. I assume i'd get a bit of easy experience going up the coast from Florida to wherever up north. beyond that, every sailor who crosses the ocean will have to do it for first time at least once! I was thinking of crossing in a 15 foot boat. any advice?  

Graemelefthand said: I was thinking of crossing in a 15 foot boat. any advice? Click to expand...

lol coddled.  

Why not a surfboard?  

Here's how I wanna do it mini easy made  

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Why row from Boston to London? Because it’s there.

Spaulding Rehabilitation physician, team taking new route, aim to set records 

Samantha Laine Perfas

Harvard Staff Writer

Editor’s note: The row from Boston to London was interrupted on June 6 by a series of increasingly serious mechanical failures, including issues with the boat’s desalinator and its electrical system, which took down communication, navigation, and lights. The crew was airlifted by the Coast Guard and flown to a base on Cape Cod. They hope to eventually attempt the crossing again.

John Lowry, a physician at Harvard-affiliated Spaulding Rehabilitation at Mass General Brigham, recently set off on an attempt to row across the North Atlantic on a route that begins in Boston and has never been tried before. He and his crew are doing so to raise funds for various charities, and hopefully to break some records. Lowry, who is also an instructor at Harvard Medical School, spoke with the Gazette about the upcoming quest and shared why it’s always a good idea to push yourself to do hard things. This interview has been edited for length and clarity.

Has anyone rowed across the Atlantic Ocean before?

The whole endeavor of ocean rowing got its start back in the 1960s. Two individuals crossed the North Atlantic in opposite directions and became the first people to cross the Atlantic solo. They both finished relatively close to the Apollo 11 moon landing, so it kind of got lost in the news.

But since then there have been subsequent trips taken across, although it was still viewed as a fringe sport, not really sponsored by anybody, just people who were interested in adventure. Everything was sort of DIY. 

In the last 20 years, it has become more of an established — probably still fringe — sport. But the technology has improved tremendously. The boats are purpose-built for ocean rowing. They’re more seaworthy, lighter, more durable, and also able to carry modern electronics aboard, including for communication and GPS. Navigation has made this more accessible to broader participation.

In the Atlantic, the primary route is off the coast of Africa to the Canary Islands to Barbados to the Caribbean. It’s part of a larger race series that takes place, usually December into January. And every year a couple of hundred people go. It’s a well-supported, sponsored, sanctioned event. The South Atlantic is warmer, and it’s a bit calmer than the North Atlantic. 

Tell us about what makes your trip unique.

What we’re doing is unsanctioned. We’re going as an independent team, not under the auspices of a larger race or organization. There are four of us. I’ve known Capt. Bryan Fuller since we were about 5 years old. And he did the  Talisker Whiskey Atlantic Challenge  in the South Atlantic about 12 years ago. Before the pandemic, he hatched the idea of doing the North Atlantic journey — going west to east — but the pandemic locked things down. There were shifts in the original crew, and I joined the effort about a year ago. We’re also joined by champion rower Elizabeth Gilmore and Klara Anstey, a rower from Wales. 

If we’re successful, we’ll be the first human-powered crossing from Boston to the U.K. [Past North Atlantic crossings began in New York.] We will also be the first mixed crew (in terms of gender) ever to cross the North Atlantic. We’re hoping to break the North Atlantic record for speed. 

How long do you expect it to take?

The London Calling Row Team pushed off for a 24-hour test run. The crew includes Captain Bryan Fuller, First Mate John Lowry, Elizabeth Gilmore, and Klara Papp Anstey.

Courtesy of Jennifer Powell

We leave on June 1 and hope to reach the Isles of Scilly — which are the first U.K. territory we’ll encounter, just south of Cornwall — in or under 42 days. From there, we stop the clock. Then we proceed up the English Channel and up the Thames to downtown London. We expect that will take us another week or so. Technically, it will be the most difficult part of our row because the currents and tides in the English Channel will make it especially arduous. 

Logistically, how do you manage rowing as a four-person crew for that long? 

We’ll be on a seagoing schedule, meaning that there will be watch time — where we’re also rowing — and time off watch. The shifts will be anywhere from one to four hours, with the average shift length being two hours of rowing, two hours off. At night, in the interest of getting a bit more sleep, we’ll be on for four hours and off for four hours. But the boat will be rowed 24 hours a day.

How big is the boat?

The boat itself is 28 feet long and not quite 5½ feet wide. There are compartments in the bow and the stern. We’ll be hot bunking, so if one person is rowing the other can have the compartment. That being said, at 5’ 10”, I still have to pretty much be in the fetal position to be able to get in and sleep. There is room for two people in each compartment if conditions become rough or unsafe and we must take refuge.

What will you do for meals?

Each of us — for the length of the trip — is budgeted 180 freeze-dried meals, just like you would buy at REI. We’ll have a jet boil to boil water. You add it; wait 10 minutes; and then have a meal for which hunger increases your appreciation. 

We’ll probably be consuming up to 4,000 calories a day, but we’ll be burning through close to twice that. We’ll all be losing quite a bit of weight as we go across, so right now we’re all trying to gain as much as we can. Probably the last time in my life I’ll have that luxury.

You recently went on a 24-hour test row. How did that go? 

We rowed out of Boston on a Saturday, went north about as far as Marblehead, and turned around. But it was an opportunity for us to test the two-on-two-off schedule and to get a feeling for navigating, especially at night. It went well. I think we gelled as a crew, and it was important to learn how the boat handled.

But I think equally if not more important is to know how we work together as a team, to maintain safety and have a good flow. If somebody is walking down the deck from one end to the other, they can’t just do that because it would tip the boat over. There must be a really tight, cohesive coordination. I think that trip gave us a lot of confidence.

Why did you decide to participate in this endeavor?

Personally, I thrive when I’m challenged. Professionally, I take care of persons who have various disabilities. And one thing that society often does, intentionally or inadvertently, is deny people with disabilities the opportunity to dare to do new things, to take new risks in life.

For example, for a wheelchair user, that might mean buying an airplane ticket, figuring out how to travel by air, how to access a hotel transportation. It’s daunting, and for some people, it’s way more daunting than rowing across an ocean.

So I’m doing this to bring awareness to the idea that as physicians, it’s a good and healthy thing to help your patients stretch themselves a little bit and to problem-solve ways of pulling things off. And if things don’t work out, understand that “failure” is an opportunity to learn what did not go right and to rectify that. 

What will the funds you raise support, beyond the trip itself?

I’m  supporting the Spaulding Adaptive Sports Centers [a part of Spaulding Rehabilitation],  whose mission is very closely tied to taking individuals who’ve had various injuries or impairments and putting them in an environment where they may be a little bit uncomfortable and enabling them to succeed. And not only to succeed but have fun doing it.

We want to engender the skills and the confidence that transfer into their larger life, to live fuller, more complete lives. The funds will help support the Spaulding networks and the adaptive sports program to help people access equipment and programming.

There’s quite a bit of risk associated with this trip. Why is it worth it, to you and the team? 

As they say, without risk there is no reward. I can’t wait to meet the person I am when I come back. I think I will have a deeper appreciation for just about everything. And the only way to achieve that is by assuming that risk. 

I have college students who tell me they are thinking about medical school. And I tell them the last thing you should ever do is try to talk somebody into becoming a doctor. If you can’t talk them out of becoming a doctor, it’s probably the right choice. And for me, the decision to take this trip was very similar. 

I think my other motive in doing this trip is for professionals, particularly healthcare providers and physicians, we get really caught up in the day-to-day routine of what we do. It can be all-consuming, almost to the exclusion of the rest of our lives. And who hasn’t gazed out the window and wondered about that big trip or that project that they wanted to do, but have almost immediately dismissed the idea because they thought it impractical. 

I want to challenge that assumption. With careful planning, patience, and commitment, it actually is possible to pull off a big project. And it can be a positive force in one’s career trajectory. 

If people want to follow your voyage, is there a way to do so? 

Our website is  londoncallingrow.com . Through the website, there will be a link to our dot tracker that will tell you down to about a meter of resolution where we are on the ocean. We also will have Starlink access onboard, so we’ll be able to upload posts and hopefully some photos and video to keep people apprised of our progress. 

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• Toby Hodges
• June 18, 2024

Which downwind sails are the right choice for you? and how do you take the stress out of sail handling on a tradewind passage? Toby Hodges quizzed more than 240 skippers in last year’s ARC to find out

Downwind sailing is any cruising sailor’s dream. The thought of days, or even weeks, of reliable following tradewind pushing you across an ocean with just a warm apparent breeze over the deck seems particularly far-fetched for those of us who have just suffered the wettest winter imaginable.

We all need a reliable downwind setup, whether coastal cruising or passagemaking. But those planning an Atlantic crossing or Pacific crossing will want to give this aspect particular attention, perhaps adding some tweaks or sail wardrobe investments to help ensure that dream adventure is as comfortable as possible for your crew and your yacht.

While there’s certainly no one-fits-all answer, we can learn a lot from those who have done a crossing. Last year we used our annual ARC Gear Survey to focus on the topic of downwind sails and handling and have since analysed the responses to our detailed questionnaire, from over 240 skippers on the ARC and ARC+ rallies.

The reason why there’s no optimum solution for all is multifaceted. Sure, the shape of your hull and keel type can help narrow down options. Unless you have a sportier design, then sailing the downwind rhumbline should equate to least stress and gybes and therefore potential problems. Those with newer hull shapes may want to calculate their polars and work with sailmakers to evaluate which angles and sails best suit their hulls.

How about your rig – is it easy to use a pole? Is there a track to fit one… or two even? Can you square the boom or do you have swept-back spreaders? Do you sail short-handed or with plenty of crew to help pull strings and get poles down? The answers can lead to yet more considerations, including chafe points, how to avoid rolling, and how to easily depower or reef.

Does your mainsail help and does it fill the slot better when reefed? What’s your best setup for short-handed or at night? What are your backup systems (notably for torn sails or a broken halyard or pole)?

A lot can be answered in advance by considering such questions. The weather, however, cannot. We can only hope for reliable trades and the sort of downwind crossing conditions last year’s ARC crews gratefully experienced.

Photo: Tony Gratton/Niord/WCC

Weighing the options

Spinnakers can be ideal if you have the experience and crew to handle them, their numerous associated lines, and can get them down easily. Asymmetric spinnakers or gennakers can make this handling much easier, as they don’t require a pole. They were carried by over 40% of the fleet last year, making these the most popular offwind option in terms of numbers carried (an indication of a modern fleet), but they don’t suit true downwind sailing, meaning extra miles to sail.

Aero-style vented spinnakers, aka parasailers, can seem like the holy grail for many on a downwind crossing as they can be set from the bow or in front of the boat and are capable of reaching and running. However, these are among the costliest sail options/upgrades and there’s a range of different brands now which all claim the optimum design.

That said, perhaps the clearest message from 2023’s ARC skippers was the real love of – or wish for – a parasailer. Over 40 yachts carried one, yet so many more commented that they would have wanted one. This is perhaps a reflection of last year’s consistent tradewind conditions – “The parasailer was perfect for the conditions we had” said the skipper of German Catana 47 Aquila .

Other downwind sail setups include twin headsails, or the specialist Bluewater Runners and TradeWinds, versatile sails which share a single luff.

However, a poled-out genoa, where the headsail is typically flown wing-on-wing/goosewinged with the mainsail, is still considered the most reliable method for downwinding.

Carrying a range of options is ideal, but remember you also need the space to stow them!

Grand Soleil 46LC Flying into the sunset poled-out. Their twin headsails were “a dream”. Photo: Peter Blackadder/Flying/WCC

Pole-out – belt and braces

Around 60 yachts used a poled-out headsail, with over 40 of these skippers still rating it the most reliable method. It uses your heavier-grade white sails, the mainsail can be securely prevented, and both can be easily reefed.

Asante , a 2007-built Oyster 56, has a gennaker aboard but found: “Best setup when windy is two reefs in main, poled-out headsail – easy solution and fast going at 8-10 knots (we covered 205 miles in 24 hours)”. Serenity , a French HR40, said it “allows for a good wind angle in tradewinds and is easy to reef single-handedly if needed”, while German Bavaria 51 Mola adds this setup is “extremely resistant to squalls”.

A poled-out genoa worked best aboard the Moody 54 Dilema , albeit making for a ‘rolly’ experience: “Simple and effective. We used centred staysail as well to reduce roll.” UK-flagged Rustler 42 Carrik also remarked on the rolling but was otherwise in praise: “sailing goosewinged spared us the drama of the spinnaker when winds were 20-plus knots (which was most of the time) and allowed us to sail the rhumbline”.

The Swedish-flagged Hallberg-Rassy 48 MkII Sally was sailed double-handed so kept it straightforward with main and poled-out headsail, sailing wing-on-wing for two weeks. “Our simple sail approach worked well for us, fast enough and easy.”

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Also sailing double-handed was Fisk , a 2007 Oyster 46: “Our poled-out genoa (130%) proved to be a very useful all-round tool, goosewinging with the main when feasible.” They bought these sails new before the ARC but think a light wind sail could have been useful too.

Jeanneau Sunshine 38 Cloud Jumper points out that “goosewinging is less weight on the bow than twin headsails.” They sailed like this for 22 days. And 20-year-old Oyster 53 Jarina had another reason for the ease of this setup: “a foredeck crew with the combined age of 200! Poled-out headsail plus main and preventer equals ease of handling. Stable and controllable.”

Experimenting and enjoying the process should be encouraged. Ipanema developed a motto by doing this: “poled-out genoa if wind greater than 18 knots; gennaker if wind less than 20 knots”. Bestevaer 53ST Aegle thinks having a good solution for various apparent wind angles is key: “goosewing is very effective; a furling spinnaker makes life much easier”.

Twin headsails (one flown free) on Island Packet 380 Niord. Photo: Tor Johnson

Twins – twice as good?

Some bluewater yachts install their own systems as standard, including a pole or twin poles, knowing twin headsails are ideal for tradewind cruising. The Barters on their 20-year old Super Maramu Nunky hail the Amel twin headsail system as “superb: great downwind and they can be furled together in a moment”. Equally, Oyster 54 Ostara says: “the Dolphin twin headsails performed very well – very versatile and fast passagemaking in tradewinds”.

Other skippers might choose to fit or retrofit two forestays or twin luff grooves. “Twin headsails on the same furler worked really well,” is the verdict from Rival 36 Topaz Rival. They sailed like this for 17 days, including at night, so it didn’t affect their watch pattern.

Norwegian Sun Odyssey 44 Moyfrid used genoa and jib poled-out for 15 days, as it’s “easy to adjust, gave us flexibility and safety of handling quickly in squalls”. The same reasoning was given by Discovery 58 Aqualuna, who found twin headsails excellent for double-handing. “It meant we could do three hours on, three hours off”. The summary from Oyster 53 Distraction : “Twin headsails is easy but not fast, asymmetric is fast but not easy.”

The Blackadders’ Grand Soleil 46 Flying has twin headsails, a gennaker and a Code 0, “and trapped the edge of the tradewinds to use them all”. They found “our twin headsails/twin poles worked a dream – easy to fly single-handed and not too rolly.” They also found them easy to adjust and reef, and adaptable to different conditions including winds up to 35° off the quarter.

US-flagged Ovni 450 Reverie running west to the sunset under gennaker. Photo: Tony Martin/Reverie/WCC

Spinnakers – Going deep

Anyone in a hurry, racing or wanting some sport for an active crew would probably choose a spinnaker (or several, space and budget willing). While capable of harnessing those tradewinds most efficiently, a big free-flying sail can be tricky to gybe and get back on deck. A popular ARC solution is to fly a spinnaker during the day and poled-out headsail at night as the latter is easier to manage/reef without affecting the watch system.

Oyster 406 Penny Oyster : “We used the spinnaker during the day (weather permitting) which increased speed and was less rolly. Poled-out jib overnight felt very stable and safe. Easy to manage solo.” It was the same for Grand Soleil 50 Sidney II and 20-year old Sweden Yachts 42 Freedom , the latter promoting: “full main and spinnaker when 15 knots or less (sailed on a dead run for 90% of trip); main and genoa goosewinged if 15 knots or more”.

Symmetrical kites (and parasailers) are often a popular choice for catamarans as they can be set off each bow. Sailing double-handed on their Aussie flagged Outremer 51 Spirit , the McMasters bought a symmetric kite for the crossing to supplement their gennaker, flew it with the mainsail and considered it “easy gybing and conservative for double-handing”. Fellow Outremer Madeleine (a 45) carried Code, A-sails and a symmetric spinnaker and found a “half-reefed main and spinnaker stable and easy”.

Foredeck crew of Estonian Oyster 565 Larimar stow the furled gennaker while under TradeWind. Photo: Magnus Harjak/Larimar/WCC

Asymmetric/Gennaker – working the angles

Despite gennakers being the most popular offwind sail option carried (90 yachts), only around 20 skippers found this to be their most successful sailplan for the crossing, with many frustrated by not having a kite with enough belly to sail the deep downwind angles experienced last year. (While deeper cut asymmetrics are available, many, especially furling types, have a flatter shape and suit reaching more). Grand Soleil 46LC Mandalay reckons their inability to sail deep cost them two days.

Grand Soleil 50 Mr Twister found that flying their gennaker with a double reefed main “allowed for a more downwind course”. This was backed up by the Peckhams on their Hanse 455 Infinity of Yar : “Two reefs in the main allows wind over the top of mainsail so 165-170º TWA is possible”. At night they resorted to the boat’s standard white sails but as this involves a self-tacking jib, they’d want to fit a poled-out genoa or yankee if doing it again.

Handling an A-sail and whether to use a furler or snuffer, also needs due consideration. Najad 490 Adastrina cautions that a “top-down furler with its torsion rope is difficult to stow due to bulk”, while Oyster 47 Aequitas also warns: “Don’t sail too deep as the snuffer jams.”

Code 0s have transformed cruising for many production yachts, particularly those which typically day sail in light winds and want an easily furled fetching or reaching option. However, they are not deemed so useful for tradewind passages as they lack the deeper shape for downwind conditions. “Code 0 was excellent, but could not run deeper than 155°,” confirms new Canadian-flagged X46 Imi Makani .

An exception was perhaps the Oyster 745 Mexican Wave : “We loved both our Elvstrom Code 0, which we flew 10 days and nights, and our Bluewater Runner which was great in light wind. Both on hydraulic furlers – easy.”

Birds-eye view of the deep bellied Bluewater Runner on Hanse 505 Mojito. Photo: David Anning/Mojito/WCC

Specialist sails – Bluewater Runner & TradeWinds

Elvstrom’s Bluewater Runner (BWR) and North Sails’ TradeWind (TW) were purposefully designed for downwind events such as the ARC. They take some of the twin headsail concept, but use lighter fabric and modern furling technology for a versatile multi-use sail.

The twin headsails are joined at the luff and can be flown together on the leeward side to act as a light wind genoa/Code sail equivalent, or peeled apart when running to be flown wing-on-wing, independent of the fixed forestay and headsail. And in principle, they can be easily furled from the cockpit.

Hallberg Rassy 40 Northern Light purchased a BWR for the crossing, used it for 16 days during daylight hours, and found it “very effective when running dead downwind.” The Hanse 505 Mojito agrees: “Worked really well, easy to handle, and doubles up as a Code 0. It gave the best downwind performance and can be managed from the cockpit.” That said, they consider their BWR “too powerful for the rig even in 20 knots of wind – we snapped one halyard and broke the bobstay and bowsprit padeye.”

HR57 Saltair advises it needs lots of halyard tension, while Lagoon 410 Newbee agrees that less than 20 knots wind suits the BWR – they resorted to a triple-reefed main and genoa when things got livelier.

Pinnacle before chafe issues with its TradeWind sail. Photo: Stephanie Stevens/Pinnacle/WCC

North Sails’ latest offerings are popular on modern luxury cruisers. Rock Lobster IV is a new Oyster 565 with a wardrobe of North Sails including a TradeWind and a Helix structural luff gennaker. “Helix is very easy (little point using the G2); TradeWind is great in moderate wind, and poled-out yankee gives good flexibility”. They wisely “adapted sails to crew ability”.

Fellow Oyster Ri-Ra , a 675, also with a new North suit, had “lots of difficulties with TradeWind sails,” however, and blamed a poor setup and “inadequate halyard casting”. Meanwhile Mastegot, a new Oyster 595, found their poled-out jib and main more successful than the TW, and if doing again they’d instead consider twin headsails, “because they can be reefed”.

But there were words of praise from Amel 60 Mrs G who found their TradeWind most reliable with a reefed main, and the Swedish Passad 38 Lulu : “very good lift and speed, much better than wing-on-wing”.

Parasailor – fast, stable and no rolling,” says Contest 50CS Athena. PHoto: Philip Mrosk/Athena/WCC

Parasailers – the vented kite

For want of a generic term ‘parasailers’ are specialist cruising spinnakers with a pressure relief valve. This vented part diffuses gusts while the paraglider-style wing creates lift and provides support to the sail (they don’t require a pole, but can be used with one).

It’s a forgiving, versatile option that can be used for running and reaching, but it’s an expensive investment and one that pays to learn how to handle properly. They work well without needing a mainsail set and are increasingly popular with multihull owners.

How they work and the different types available – Istec’s Parasail and Parasailor, Wingaker and Oxley – is another whole article.

Lagoon 450F Marlove was one of 44 parasailer users last ARC, flying theirs for 13 days and nights: “made our life easy, perfect sail to cross the Atlantic”. Another Lagoon, Rockhopper of London , agreed, calling it a ‘hoist and forget’ sail: “no trimming – the sail coped well with wind shifts”. And Ovni 385 Contigo reports: “Parasail is amazing up to 20 knots and easy to snuff if the wind got too high.”

The Harpers on their two-year-old Jeanneau Yachts 51 Blue Pepper spent a season using their parasailer to prepare: “We practiced all the configurations we used several times as a crew before we got to the Canaries – it paid off. The Parasailor was excellent, stable, including in gusts, and very easy to manage. Twin headsails also worked well and were surprisingly powerful, but Parasailor is faster, easier, with less wear and tear on running rigging.”

Fountaine Pajot Saba 50 Lady Roslyn exhibits all 190m2 of her bright red P16 model Wingaker. Photo: Wingaker

Those with parasailers seemed happier to keep them up at night. The skipper of Lagoon Cosi mentioned how he would sleep in the cockpit for this. However, several others added caution about getting a parasailer down – the wing element can makes snuffing tricky, confirmed by the double-handed crew on Broadblue Rapier 550 Blue Wonder . Hence others promote snuffing parasailers early, including Galatea Of Aune , who tore theirs in a squall.

Of the 44 international skippers who shipped parasailers it’s hard to know exactly which types they had as many just list them as ‘parasailer’, but there were clearly some staunch supporters of both Oxley and Wingaker types. “Oxley is amazing! Very stable, very flexible in terms of wind strengths (gusts and wind direction),” reckon the Dutch crew on their Garcia Exploration 60 Fiore .

The Swiss crew on Moody 54DS Nautilia were equally impressed: “We used it up to gusts until about 24 knots – gives calm downwind sailing with good speed.” The Bösch’s on Jeanneau 51 Wolkenschlosschen said their Levante “worked really well,” using it 90% of the time, adding “take Oxley down below 20 knots TWS and use it in gennaker mode”.

Aussie-flagged Fountaine Pajot 40 Cat’s Pajamas flew their 130m2 Oxley for 16 days and, other than advising to get it down early for squalls, the only thing they’d change is to get a larger version.

Oxley offers the Levante (for up to 20 knots) and the flatter Bora with an inflatable double-layer wing for higher winds, seas and gust damping.

More Oxley fans on the Garcia Exploration 60 Fiore. Photo: Harmen-Jan Geerts/Fiore

“The new Bora was excellent,” reports Oyster 55 Valent, although they still found it difficult to snuff once the wind was over 14 knots.

The main difference the Wingaker has over other parasailers is that it is a single construction including the vent and wing, which it claims produces a more stable performance and is easier to handle and crucially to snuff. The feedback for it was equally praiseworthy, particularly from catamaran owners.

The new Seawind 1600 cat Pure Joy thought it just that: “Wingaker very easy to handle and gybe as well as sail completely downwind.” The American crew on FP Aura 51 Darla J left a strong testament: “2,142 miles without taking the Wingaker down”. And the Kiwi FP Elba 45 Aratui simply stated: “Take a Wingaker” after flying theirs for 90% of the voyage including at night.

More multihull solutions

Multihulls offer great platforms for experimenting with downwind setups. While it’s easy to picture a cat flying along on a flat reach under screecher or A-sail, running downwind brings questions on how best to fill the slots in different wind strengths. Indeed the Canadians on their new Nautitech 44 Open June asked for “more detail on catamaran downwind strategy in the ARC’s downwind seminar”. They found “full main and gennaker faster than Oxley but poor below 150° TWA – Oxley backs wind behind main”. They wished for a better solution for between 18-24 knots wind.

The family dream? Letting the parasailer do the work on June, a Canadian Nautitech 44 Open. Photo: Peter Hunt/June/WCC

Portuguese FP Tanna 47 Portlish found a good combination between gennaker (with furler) and parasailer. “Gennaker was used for 110°-160° AWA and also during the night, parasailer for 160°-180°.” However, they advised it’s not easy without a pole: “We would add a spinnaker pole to be able to use a poled-out genoa for downwind sailing in above 25 knots of wind.”

The 53ft bluewater catamaran Lost Abbey favoured goosewinging either their spinnaker, asymmetrical or screecher with the genoa, but still would have liked a parasailer. Norwegian RCC Majestic 530 Tempus seconded this: “If money were no object I’d buy a parasailer.” Instead, they mostly used “the asymmetric spinnaker on either bow plus one to two reefs in main”.

FP Lucia 40 Wanderlust used a Code 0 and asymmetric the most: “both behaved well downwind and sometimes we flew both side-by-side”. They caution: “big mainsails and booms are a pain downwind!” While the new Excess 15 Vida Loca adds: “as the rig required the mainsail to be flown with the gennaker, our sailing angles in decent wind were 160° AWA”.

Nautitech 46 Open Pinnacle found their most effective sailplan to be: “TradeWind with third reef, next asymmetric with third reef – downwind sails need less mainsail in the less wind,” they warn after they had problems with their snuffer twisting. The sail lashing at the head of the TradeWind also chafed through, tearing the sail as it came down. Which leads us to other sail handling problems…

Sewing sail repairs on the Contest 50CS Athena. Photo: Philip Mrosk/Athena/WCC

Problems & repairs

Having your ideal sailplan is one thing, but what do you do when that breaks? The majority of ARC skippers experienced failures with sails and their handling, mostly with tears they needed to repair, and the overriding advice is to carry plenty of tape and patches, a sewing machine if possible, an extensive sewing kit if not.

“With a good sail repair kit a sail can always be repaired,” the crew on Penny Oyster advise. Grand Soleil 46LC Mandalay suffered a torn clew and luff in their headsail and a torn batten pocket in the main, but report all were “hand stitched or taped and held OK”. After the A-sail “ripped from leech to luff” on the new Oyster 595 JaZoFi, the crew stitched and taped the 12.5m tear, “but only had a 25m roll of 50mm tape”. Frustratingly, the repair only lasted an hour.

Chafe to sheets and halyards is the other biggest issue on long downwind passages. “We had chafing on pole ends caused by metal eyes on sheets,” Jeanneau Sunshine 38 Cloud Jumper warns. “We failed to use plastic balls to prevent damage until too late.”

There were also a large number of halyard failures last year, including two spinnaker halyards and the genoa halyard on the Alloy Yachts Irelanda alone.

Amel 60 Mrs G and Jeanneau Sun Odyssey 44 Moyfrid both snapped gennaker halyards: “the halyard fell down inside the mast – unable to retrieve it while underway,” Moyfrid bemoans. “Carry spare halyards to replace any that chafe or break,” is Hermione III’s advice.

Final thoughts

Having compiled this survey for over 15 years, it’s clear to see that ARC yachts are getting newer and larger and their owners are increasingly happy to spend that bit extra to get the best out of their yachts or find their ideal sailplan.

Today’s easily set and handled Code sails and asymmetrics offer a completely transformative experience during most of the test sails I do on these new boats. But for a tradewind passage I’d choose a specialist downwind sail, budget and space willing, and/or make sure I had a pole and headsail large enough to goosewing effectively.

Know your sails’ limits (in wind and waves) and what you would default to over certain strengths, remembering that tradewinds can be strong for days and nights at a time.

Then get comfortable with your downwind setup so all crew can safely manage and ideally reef it short-handed, identify chafe points in advance, and have a backup plan including spares and repairs.

Your dream crossing should be just that, so take the stress out in advance if you can – and enjoy the ride!

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