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

7 Trends in Sailing Yacht Interior Design

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

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

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

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

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

Natural Light and Connection Between Interior and Exterior Spaces

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

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

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

 M ulti Functionality and Flex Spaces

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

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

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

Old World Charm Meets Modern Sensibilities: Spirit of Tradition

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

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

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

Natural Materials

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

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

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

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

Renovation and Restomods

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

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

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

Flexible Spaces for a Crew Cabin

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

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

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

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

Smart technology

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

Related Articles:

A Clients Dream Crystalized in Spirit of Tradition Style

Pushing the Edge of Accommodations Design

Boat Renovations and Restorations 101

Yacht Philosophy: How to Make Small Spaces Feel Big

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Monaco Yacht Show: 7 Yacht Interiors That Will Steal the Show

By Nicole Trilivas

Running from September 28 through October 1, the Monaco Yacht Show is the highlight of the global boat show circuit. This year’s edition promises to deliver plenty of buzzy debuts, headline-making yacht news, and high-design highlights. There are several new additions to this year’s event in Port Hercules including a sustainability hub and a gadget- and gizmo-filled adventure area , packed with new water toys and flashy supercars —it is Monaco , after all.

For denizens of design, the Yacht Design & Innovation Hub is returning for a second year, with presentations, galleries, and exhibits by yacht architects and designers. But, of course, the big boats steal the show. With yacht interiors that range from the classically nautical to the budget-blowing bonkers, these are the superyachts to have on your radar at this year’s Monaco Yacht Show.

An oversized chandelier defines the space in the informal dining room aboard Ahpo . 

Lürssen, Ahpo

All eyes will be on the whopping 377-feet Ahpo , by Lürssen, when it debuts this year at the Monaco Yacht Show as the largest yacht in the port. Venice-based exterior and interior designer Nuvolari Lenard added plenty of personality and luxury to the vessel with oversized crystal light features, a hammam made of mosaics in the massive wellness area, and a grand staircase at the center of the yacht, crafted to resemble an olive tree.

Blue accents channel the traditional nautical aesthetic. 

Feadship, Rock.It

The 198-foot Rock.It is not short on style: Gleaming wood panels with creamy white leather inlays feature throughout; glowing white onyx contrasts with rich black Portoro marble; and the well-dressed owner’s cabin rivals the top suite of an old-world European hotel with a warm wood study and bathroom with a claw-footed tub. The refined design can be attributed to the Netherlands with Dutch shipyard Feadship behind the build and Dutch design studio Sinot Yacht Architecture & Design taking on the interiors.

Modern and laid-back, Come Together is effortlessly cool. 

Amels, Come Together

Built in the Netherlands by Amels with interiors by London-based Winch Design, the 197-foot Come Together has soft and laid-back beach-y vibes with a dose of Southern California cool. Elements like bleached oaks, woven linen fabrics, cabinetry with natural coconut shell, and hair-on-hide leathers all unite to bring the natural world aboard this chic ship.

Crisp and clean, the interiors of Be Cool are to-the-point in a refreshing way. 

Swan 98, Be Cool  

There’s a fleet of around a dozen large sailing yachts on display at this year’s yacht show in the dedicated Sailing Yacht Area. One of the most notable new launches of the bunch is Swan 98 Be Cool  by Finnish shipyard Nautor’s Swan. The clean and crisp interior hull design by Genovese architect Misa Poggi embraces graceful nautical style and Scandinavian practicality with navy linen and cotton fabrics, dark oak, and handsome tobacco-hued leather.

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Kokomo ’s interiors will speak to the minimalist. 

Sunreef, Kokomo

Packed with cutting-edge green tech and ultralight solar panels, Sunreef’s newest catamaran  Eco 80 will be making waves at this year’s show. However, it’s the interiors of the 80-foot Kokomo (done in-house by Sunreef) that will impress the design lovers. Outfitted in cool and calm shades of white with rattan finishes and eucalyptus veneers, Kokomo is both on-trend and a complete classic.

The glass-bottom pool is a highlight of the yacht. 

Abeking & Rasmussen, B2

One of the largest vessels currently on the market, the 281-foot B2 by German yard Abeking & Rasmussen, will be showing off an ultra-chic over-$4-million interior refit just completed in July at this year’s show. Sprawling out over five decks, Winch Design has curated a serene floating sanctuary of indoor-outdoor living, the highlight of which is the main deck’s glass-bottom pool, stationed above the light-filled beach club lounge with fold-down balconies that extend the living space right to the water’s edge.

With dark wood, tubular steel accents, and black furnishings, the interiors of State of Grace could be described as a nautical take on the Bauhaus aesthetic. 

Perini Navi, State of Grace

State of Grace by Italy’s Perini Navi is a gorgeous high-performance sailing sloop. It’s picture-perfect with polished teak decks, an ocean-blue hull, and billowing white sails. Inside is a study in midcentury-modern elegance with a split-level saloon and a spacious and full-beam owner’s suite with a hammam shower.

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15 Best Boat Interior Ideas for Stylish Maritime Living

Are you ready to turn your cramped boat interior into a cozy retreat that maximizes space and comfort? If you’re browsing for innovative boat interior ideas to make the most of your limited living quarters while sailing the seas, you’re on the right page! In this comprehensive guide, we’ll explore a plethora of creative solutions to elevate your onboard experience.

Table of Contents

What is Boat Interior Design?

Boat or Nautical interior design is the art and science of creating functional, breathtaking living spaces within the boundaries of a watercraft. It involves carefully planning and arranging elements such as furniture, cabinetry, textiles, and lighting to optimize space utilization with maximum comfort and style. Boat interior designers must consider the unique challenges posed by marine environments, including limited space, fluctuating temperatures, and exposure to moisture and salt water. They often incorporate nautical themes, colors, and materials to create a life-at-sea ambiance. 

Boat Interior Ideas for Seafarers

If you’re looking for some sailboat interior inspiration, we’ve put together a list of some boat design ideas for you: 

1. Maximize Vertical Space

Make efficient use of the vertical dimensions of your boat by installing floor-to-ceiling shelving units or hanging organizers in the cabin area for storing essentials like books, kitchenware, and personal belongings. These storage solutions not only help keep essentials organized but also free up valuable floor space for easy movement onboard.

2. Multifunctional Furniture

Invest in versatile, minimalist furniture pieces that serve multiple purposes and allow you to make the most out of limited space without compromising on functionality. Consider options like sofa beds with built-in storage compartments or folding tables for your saloon area. A dining table that doubles as a workspace, or ottomans with hidden storage is great for lounge or seating areas. 

3. Storage Solutions

Smart storage solutions such as under-floor compartments in sleeping quarters can help stow away bulky items such as bedding or luggage. Wall-mounted cabinets and pull-out drawers are perfect for the galley or kitchen area, keeping cookware, utensils, and provisions easily accessible yet out of sight. These small boat interior ideas contribute to a clutter-free environment. 

4. Bespoke Cabinets

Design custom cabinets for minimalist organization tailored to your boat’s layout and specific storage needs. From storage solutions in the cockpit for boating gear to specialized compartments in the saloon for electronics or entertainment systems, custom-built cabinets ensure efficient use of space throughout the vessel. 

5. Pick a Nautical Color Palette

We all love colors! Choose a calm color palette inspired by nautical interior design. Pick subtle shades like baby blue, pristine white, soft gray, and sun-kissed sand or vibrant colors like bright blue, green, and turquoise. These calming hues are the perfect base colors that evoke the serenity of the sea and create a light atmosphere onboard. Complement these hues by adding accents of navy, red, or yellow to tie the color palette together and enhance the maritime theme.

6. Accentuate with Marine Motifs

Include marine decorating concepts to add personality to your boat’s interior. Consider using decorative items such as marine motifs, anchor-patterned bedding, cushions, rope accents, or seashell-shaped ornaments to infuse a touch of maritime charm into your living and dining space and reflect your passion for seafaring adventures.

7. Use of Mirrors

Another interesting pick on our list of boat interior ideas is the use of mirrors. Place mirrors strategically to maximize natural light and create the illusion of a larger space. Positioning mirrors opposite windows or in narrow passageways such as cabins or saloons can help reflect light throughout the interior, making it feel brighter and more spacious.

8. Luxurious Upholstery

Choose upholstery fabrics and materials that are specially designed for marine environments. Go for options that are resistant to moisture, UV rays, and saltwater exposure, and can withstand harsh conditions of life at sea while maintaining their appearance and comfort in high-traffic areas such as the cockpit or saloon. 

9. Textures and Textiles

Layer different textures such as soft wool rugs, comfy velvet cushions, and woven throws to add warmth and coziness to your boat interior ideas . Mixing textures adds richness, making the space feel comfortable for onboard relaxation. 

10. Natural Elements

Incorporate natural elements like wood accents in the cabinetry and furnishings throughout the boat. Bamboo furniture, or stone countertops in the galley area add a touch of natural luxury and texture. These organic materials add warmth and bring the outdoors inside creating a harmonious connection with the marine environment.

11. Multilayering  

Layer up your interior elements using the right furniture, décor, and accessories. For example, for maritime living space ideas, place smooth leather or rough jute sofas with knitted throws while glossy ceramics can sit on a smart coffee table positioned on a woven rug. This keeps the eye moving by creating a rich and multi-dimensional space.

12. Custom Mattresses

Indulge in custom-made mattresses or mattress toppers that are tailored to fit the unique shapes and dimensions of your boat’s sleeping berths. Engineered for optimal support and relaxation, these bespoke mattresses ensure a restful night’s sleep amidst the gentle sway of the ocean, elevating your overall onboard experience.

13. Maximize Natural Light

For your boat interior ideas , flood up your space with sunlight to enhance the luminous allure of your interior. Install large windows, elegant skylights, or intricately crafted portholes to maximize natural light penetration. Natural light not only brightens up the space but also creates a connection with the surrounding seascape, improving the overall feel onboard.

14. Lighting

Install reading lamps, or adjustable spotlights to provide focused illumination for nighttime activities. Under-cabinet lights are used mainly in the galley or kitchen area for cooking, reading, or working onboard. These refined lighting solutions ensure you have enough light wherever and whenever you need it. Ambient lighting features such as LED strips, recessed lighting, or wall sconces create unforgettable moments amidst the enchanting beauty of the open sea. These atmospheric lighting solutions set the mood for different activities and occasions onboard.

15. Nautical Art

For yacht décor ideas, incorporate nautical-themed artwork that resonates with your love for the sea. Approach local artisans or talented artists who specialize in marine-inspired creations, such as seascapes, sailboats, or underwater scenes. Whether it’s a custom painting, a sculpture, or a beautiful wall mural, nautical artwork completes the boat interior by adding a bit of you to your yacht’s living spaces. Go ahead and celebrate your passion for maritime adventures!

Final Words

In conclusion, these boat interior ideas offer a roadmap for renovating your vessel’s interior. Optimizing your boat or yacht’s interior design is a journey of creativity, functionality, and personal expression. With careful planning, attention to detail, innovative storage solutions, versatile furniture pieces, and thoughtful design elements, you can transform your onboard space into a luxurious retreat that reflects your lifestyle and enhances your maritime adventures.

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Home » Blog » Live on a boat » Give your boat interior a fresh look

Give your boat interior a fresh look

By Author Fiona McGlynn

Posted on Last updated: August 4, 2023

12 AFFORDABLE BOAT INTERIOR DESIGN IDEAS

When we first moved aboard, our sailboat interior was a mess and we didn’t have the money to update it . We wanted to go cruising and our priorities were things like new sails, rigging, fiberglass repair, and electronics.

As much as I wanted a beautiful boat interior it was impossible to justify hiring an interior designer or updating the upholstery when we didn’t even have a dependable bilge pump! Fortunately, I found some creative boat interior design ideas and was able to makeover our sailboat for next to nothing.

In addition to sharing our boat interior restoration ideas, I’ve included my favorite boat interior photos from Pinterest and Instagram to further stoke your inspiration!

A quick note that this post contains affiliate links (so if you purchase through a link we’ll earn a small commission). The opinions are our own.

1. START BY DEEP CLEANING

As un-fun as it might be, a deep clean is the cheapest way to radically brighten your interior. It’s especially affordable if you use homemade boat cleaners. Dirty boat upholstery, mildewed cabin liners, and salt-encrusted hatches made our boat feel damp, dark, and generally unpleasant.

Deep cleaning (after years of neglect) drastically improved the boat cabin’s appearance and gave me a better idea of where to focus our boat interior makeover.

• Professionally launder your upholstery
• Wipe down the cabin liners with vinegar to prevent mildew and mold
• Wash hatches to maximize natural light
• Clean under all the cabin soles and the edges of any rotting boards
• Wash the walls and treat any wood with the appropriate wax, oil, or varnish
• Scrub out the bilge to prevent that boaty smell.

2. INSTALL INTERIOR BOAT LIGHTS

One of the great challenges of sailboat interior design is lighting. I’ve always felt that living on our sailboat is like living in a basement apartment because it is totally lacking in natural light !

One of the quickest ways to brighten things up is to install marine LED lights. The key to making LED boat lights look great, is placement.

The 3 best places to places to put LED strip lights on a sailboat

1. Under counter lighting. They look especially nice under cupboards or overhangs because the light strip is hidden.

View this post on Instagram < New battery installed! Lights and radio work. There’s LED strip lights which are great, but in the future we may need to swap those out for the multi colored ones. Our house has party-mode, the boat should too! #catalina22 #sailing #boatlife A post shared by SV Buza Sasha (@sv_buza_sasha) on Jul 11, 2018 at 5:18am PDT

2. LED rope lights make great courtesy lights . Tuck strip lighting on either side of a walkway to help guests navigate in the dark.

Battery operated fairy lights look cute coiled in a jar of seashells and are another easy way to add decorative lighting because no wiring is required. For the same reason, Solar Luci lamps and Solar Luci strings are a great option for lighting the cockpit.

3. COZY-UP TO NEW BEDDING

Ditch those damp cotton sheets and invest in hydrophobic options like 100% polyester. If you have a vberth, quarter berth, or non-standard sized bed, you may want to spend a few extra bucks on custom fitted boat sheets.

I know many cruisers who swear by memory foam mattresses and the Hypervent mattress pad for preventing condensation. If you like duvets and comforters, consider a mulberry silk option because it’s mold and mildew resistant.

4. FRESHEN THE HEAD

Add a splash of color to a dark bathroom with cheerful microfiber towels , Or, if you don’t want to feel like you’re camping, try the more luxurious quick-drying Turkish towels .

Tie them in with a cute wall-mounted soap dispenser and a spill-proof whicking air freshener and you’re on your way

5. GO GALLEY GOURMET

• Replace a rusted or dull faucet with a sparkling new one with a pull-down sprayer.
• Splash-out with colorful dish towels
• Use biodegradable loofas and scrubbies instead of plastic
• Pick up non-breakable dishware and glassware in fun patterns and designs.
• Create extra space with chopping board stove and sink covers
• Add custom knife, wine, and spice racks
• Add a green bar to keep greens fresh without a fridge

View this post on Instagram Boat decor #sundance #sailboat #sailboatlife #sailboatlifestyle #1969 #tartansailboat #sailboatinteriordesign #sailboatinteriors #maltetaller A post shared by Sundance Sailboat (@sundancesailboat1969) on Aug 15, 2017 at 5:32pm PDT

6. BOAT INTERIOR UPHOLSTERY IDEAS

Reupholstering a boat is the single most expensive part of a sailboat interior refit but it makes a huge difference. It costs thousands of dollars if you hire someone to do it. Fortunately there are a few tricks we used to avoid a full upholstery overhaul.

• Fun throw cushions and blankets can give your interior new life (and cover stained or threadbare upholstery)
• Packed out seat cushions can be easily fixed by inserting a layer of high-density foam and batting on top of the existing foam.
• If your upholstery is in really bad shape you may want to sew elasticated cushion coverlets that go over the top side of the cushion (it’s also a good way to protect nice new upholstery from boat projects (see: dirt, grease, and sweat stains).
• You can reupholster your boat for a fraction of the cost if you do the sewing yourself. It’s possible to score good deals on durable materials and marine-grade fabrics online. Also, if you’re not a sewer but you’re going cruising, you may want to bring your boat interior fabric with you and have the cushions sewn up in a place like Mexico or Fiji. We eventually had all of our saloon cushions sewn up for $100 USD in Ensenada, Mexico.

If you choose to reupholster your boat, look for boat interior upholstery fabric . You don’t have to worry (as much) about finding a waterproof or UV-resistant fabric (because it will be inside). However, always choose a synthetic fabric , heavy-duty nylon thread, and plastic zippers. Cotton will eventually rot and metal zippers will rust. You can get away with not using marine upholstery but natural fibers are a big no-no!

7. CUT A RUG

8. LOVE YOUR WALLS

Securely fasten art, photos, and souvenirs to your walls. Mirrors are great for creating the illusion of space.

Privacy curtains are also a good way to add a splash of color and are straightforward to make

View this post on Instagram My husband’s an artist…the cat approves 🐙🤣 . . . . . #catvskraken #sailboat #chalk #artist #sailboatinteriors #chalkboardart #kraken #catsofinstagram #meow #liveaboard #fridayvibes #fridaymood #instamoment #talent #husbandskills #saltytails @sv_saltytails A post shared by Erin 🌊🌴⛵🐚👙☉ (@erin_svsaltytails) on Jul 27, 2018 at 2:42pm PDT

View this post on Instagram After all of the sanding, refinishing, painting, ripping out old floors and carpet, we’re really loving our space. There are more projects to do, but we’re enjoying the results so far! When we originally bought our boat back in December, we had enough time to take care of the “must do’s” so this summer we are spending the time to really make her ours! . . . . . . #lightandbright #sailboat #sailboatinteriors #woodwork #overhaul #huntersailboats #cherubini #interiordesign #laboroflove #tinyliving #liveaboard #boatlife #sailors #ourhome #takingabreak #fornow #summerprojects #traveler #travelblog #results #saltytails @sv_saltytails A post shared by Erin 🌊🌴⛵🐚👙☉ (@erin_svsaltytails) on Jul 22, 2018 at 11:27am PDT

9. WHITEN AND BRIGHTEN YOUR SAILBOAT INTERIOR

Painting panels in light colors can brighten and modernize a boat cabin and set off teak trim. We repainted our red and blue fiberglass bathroom white and it made the space feel much bigger. It also makes it easy to clean because you can see the dirt.

View this post on Instagram #beforeandafter #boatrestoration #vintagesailing #menorca #sailing #boat #sailboat #sailboatinteriors #boatinterior A post shared by Velero Vintage en Menorca (@vintagesailing) on May 1, 2018 at 5:02pm PDT

10. STOW SIMPLY WITH CUTE STORAGE SOLUTIONS

Boats are always short on storage space but a few decorative baskets and storage containers can really improve the look of the space while giving you more room to tuck things away.

11. FUN AND FUNCTIONAL WINDOW COVERINGS

12. CHOOSE A FUN FEATURE

Let your imagination run wild. A feature wall, table, or piece of artwork can really change the feel of a sailboat interior. Have fun with colors, patterns, and make your new floating home your own.

View this post on Instagram #sailboat #boatlife #boatlifestyle #sailboatinteriors #ceder #liveedge #boatlifestyle #vancouver #boatinterior #art #windspirit #homesweethome #liveaboard #westcoastliving A post shared by @ arana_arte on Nov 2, 2017 at 9:13am PDT

If you’re still feeling overwhelmed about revamping your sailboat interior you may want to consider hiring professional help . There are plenty of interior designers who would welcome the challenge of working on a boat! Look for someone who has experience designing for small spaces and tiny homes.

We hope you enjoyed this list of custom boat interior ideas…

Good luck with your sailboat makeover.

Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.

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Revamp Your Boat with Stunning Interior Design: A Guide to Transforming Your Maritime Haven

Are you a proud boat owner who wants to elevate the aesthetic appeal of your vessel? Look no further! In this comprehensive guide, we will

June 11, 2023

Are you a proud boat owner who wants to elevate the aesthetic appeal of your vessel? Look no further! In this comprehensive guide, we will delve into the world of boat interior design and explore the endless possibilities of transforming your maritime haven into a luxurious and stylish retreat. Whether you own a yacht, sailboat, or a humble fishing vessel, our expert tips and suggestions will help you create a captivating and functional interior that will leave your guests in awe.

With the increasing popularity of boats as leisure and recreational spaces, the demand for impeccable boat interior design has skyrocketed. Gone are the days when boats were limited to basic functionality and lacked aesthetic allure. Today, boat owners seek to create an ambiance that mirrors their personal style and offers a comfortable and inviting environment for relaxation and entertainment.

Table of Contents

Understanding the Basics: Boat Interior Design Essentials

In this section, we will explore the fundamental principles of boat interior design. From space utilization and layout planning to color schemes and lighting, we will guide you through the essential elements that lay the foundation for a successful interior design project.

Space Utilization and Layout Planning

When it comes to boat interior design, space is a precious commodity. It is crucial to make the most of every inch available. Consider the activities you plan to engage in on your boat and design the layout accordingly. Optimize storage space by utilizing hidden compartments and innovative storage solutions. Ensure that furniture and fixtures are proportionate to the size of your boat, allowing for comfortable movement and avoiding a cluttered feel.

Color Schemes and Lighting

The selection of colors can greatly impact the overall ambiance of your boat’s interior. Choose a color scheme that aligns with your desired atmosphere. Nautical-inspired palettes with shades of blue and white can evoke a sense of calmness and serenity. Alternatively, bold and vibrant colors can create a lively and energetic atmosphere. Lighting is also crucial for setting the mood. Incorporate a combination of natural light, LED fixtures, and task lighting to enhance the functionality and aesthetics of your boat’s interior.

Nautical Themes: Infusing Your Boat with Coastal Charm

Discover the timeless appeal of nautical themes and how they can effortlessly transform your boat’s interior. From marine-inspired color palettes to seafaring décor accents, we will provide you with a step-by-step guide on how to infuse your maritime haven with coastal charm.

Choosing the Right Color Palette

A nautical theme often incorporates shades of blue, white, and neutral tones. However, there is room for creativity. Consider using shades of turquoise or navy blue as primary colors and complement them with accents in crisp whites or sandy beiges. This combination will evoke a sense of tranquility and the open sea.

Seafaring Décor Accents

When it comes to seafaring décor accents, think anchors, ropes, shells, and maritime artwork. Incorporate these elements into your boat’s interior through throw pillows, artwork, curtains, and accessories. Rope detailing can be used as curtain ties or wrapped around decorative items for an authentic nautical touch.

Luxurious Fabrics and Upholstery: Enhancing Comfort and Elegance

In this section, we will explore the world of luxurious fabrics and upholstery options that can elevate the comfort and elegance of your boat’s interior. From marine-grade materials to plush textiles, we will discuss the benefits and considerations of each, ensuring you make the perfect choice for your vessel.

Marine-Grade Materials

When selecting fabrics and upholstery for your boat, it is essential to choose materials that can withstand the harsh marine environment. Marine-grade vinyl, for example, is resistant to UV rays, moisture, and mildew. It is also easy to clean, making it a practical choice for boat interiors. Additionally, consider using performance fabrics that offer durability and resistance to fading.

Plush Textiles for Added Comfort

To enhance the comfort and elegance of your boat’s interior, consider incorporating plush textiles such as velvet, chenille, or faux fur. These materials not only add a touch of luxury but also provide a cozy and inviting atmosphere. Use them in the form of throw pillows, blankets, or upholstered seating to create a warm and welcoming space.

Maximizing Storage: Clever Solutions for Limited Space

One of the biggest challenges in boat interior design is maximizing storage in limited space. Fear not! We have curated a collection of ingenious storage solutions that will help you declutter your boat and make the most of every nook and cranny.

Utilizing Vertical Space

When space is limited, it is essential to think vertically. Install shelves, cabinets, and hooks on the walls to utilize the vertical space effectively. Wall-mounted storage solutions not only save floor space but also keep your belongings organized and easily accessible. Consider using hanging nets or baskets for storing smaller items such as towels or personal belongings.

Multipurpose Furniture and Built-in Storage

Invest in multipurpose furniture that serves dual functions. For example, a bench with built-in storage can provide seating while also offering valuable space to store life jackets or other boating essentials. Similarly, consider installing built-in cabinets or drawers under seating areas or beds to maximize storage space without compromising on style or comfort.

Functional Galley Design: Creating a Culinary Oasis at Sea

A well-designed galley is crucial for any boat owner who loves to indulge in culinary adventures. In this section, we will explore the key considerations for creating a functional and efficient galley design that caters to your cooking needs while fitting seamlessly into the overall aesthetic of your boat’s interior.

Optimizing Counter Space

Counter space is essential for meal preparation, especially on a boat where every inch counts. Consider installing foldable or slide-out countertops that can be expanded when needed and tucked away when not in use. Additionally, utilize wall-mounted spice racks, knife holders, and magnetic strips to keep your cooking essentials within reach without cluttering the limited counter space.

Compact Appliances and Storage Solutions

When it comes to galley design, compact appliances are a game-changer. Look for slimline refrigerators, stoves, and combination microwave-ovens that are specifically designed for boats. These appliances not only save space but also offer the necessary functionality for preparing meals at sea. Additionally, utilize storage solutions such as stackable containers, hanging baskets, and adjustable shelving to make the most of your galley’s storage potential.

Comfortable Sleeping Quarters: Designing Dreamy Boat Bedrooms

Your boat’s bedrooms should be a haven of comfort and tranquility. We will guide you through the process of designing cozy and dreamy sleeping quarters that maximize space and offer a peaceful retreat after a day of sailing.

Optimal Bed Placement

When designing boat bedrooms, consider placing the bed against the longest wall to maximize floor space. If possible, opt for a bed with built-in storage drawers to provide additional storage for bedding, clothing, or personal belongings. Install reading lights or sconces on the wall to save space on bedside tables.

Creating a Relaxing Atmosphere

To create a serene and relaxing atmosphere in your boat’s bedrooms, use soft and soothing colors. Consider incorporating natural elements such as rattan or wooden accents for a touch of warmth. Invest in high-quality bedding and mattresses to ensure a comfortable and restful sleep, even while navigating rough waters.

Entertainment Spaces: Infusing Fun and Excitement

Your boat is not just a means of transportation; it’s also a place for entertainment and socializing. In this section, we will explore creative ideas for designing entertainment spaces that cater to your hobbies and ensure endless fun on the water.

Outdoor Entertainment Areas

Make the most of your boat’s deck by creating an outdoor entertainment area. Incorporate comfortable seating, such as lounge chairs or built-in benches, and add a dining table for alfresco meals. Install marine-grade speakers to enjoy music while relaxing or hosting gatherings. Don’t forget to provide shade options, such as retractable awnings or umbrellas, to protect against the sun.

Indoor Entertainment Spaces

For indoor entertainment spaces, consider installing a multimedia system with a flat-screen TV, DVD player, and surround sound speakers. Create a cozy seating area with plush sofas or recliners, ensuring ample space for relaxation and socializing. Incorporate storage solutions for board games, books, or other recreational activities to keep your boat’s interior organized and clutter-free.

Innovative Lighting Solutions: Setting the Mood

Lighting plays a vital role in enhancing the ambiance of any interior space, and boats are no exception. Discover innovative lighting solutions that will help you set the perfect mood on your boat, whether it’s a cozy evening gathering or a lively party.

LED Lighting for Energy Efficiency

LED lighting is a popular choice for boat interiors due to its energy efficiency and versatility. Install LED strip lights under cabinets, along stairways, or behind furniture to create a warm and inviting glow. Consider using dimmable LED lights to adjust the brightness according to the desired atmosphere.

A Ambient and Task Lighting

Ambient lighting sets the overall mood and ambiance of your boat’s interior. Use overhead fixtures or pendant lights with dimming capabilities to create a soft and inviting glow. Task lighting, on the other hand, focuses on specific areas where activities such as cooking or reading take place. Install task lights under cabinets, above workspaces, or near seating areas to provide adequate illumination for these tasks.

Eco-Friendly Design: Sailing Towards Sustainability

In today’s world, sustainability is a growing concern. We will discuss eco-friendly design options and solutions that will allow you to enjoy your boat while minimizing your impact on the environment.

Green Materials and Finishes

Choose eco-friendly materials and finishes for your boat’s interior design. Look for sustainable wood options, such as bamboo or reclaimed wood, for cabinetry, flooring, or furniture. Opt for low VOC (volatile organic compound) paints and adhesives to reduce indoor air pollution. Consider using recycled or upcycled materials for decorative accents or upholstery.

Energy-Efficient Systems

Upgrade your boat’s systems to be more energy-efficient. Invest in solar panels or wind turbines to generate clean and renewable energy for powering lights and appliances onboard. Install energy-efficient appliances and LED lighting fixtures to minimize energy consumption. Consider using water-saving fixtures and systems to reduce water usage while onboard.

As you can see, boat interior design offers endless opportunities for creating a captivating and personalized space that reflects your style and enhances your overall boating experience. Whether you choose to embrace a nautical theme, opt for luxurious fabrics, or maximize storage, our guide has equipped you with the knowledge and inspiration to embark on your design journey. So, set sail with confidence and transform your boat into a stunning sanctuary that will impress both friends and fellow sailors alike!

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Practical Sailor Takes a Look at Trends in Modern Boat Design

Is the quest for speed and interior comfort trumping smart design in todays sailboats.

Practical Sailor editors have noticed the increasing tendency in newer-model sailboats to be ill-mannered in gusty conditions. Establishing balance between the sails and the hull is one of the main factors in quality boat design. For correct trim, many things must be considered: the ballast package location, the combined longitudinal center of gravity (LCG), and the longitudinal center of buoyancy. At the same time, to maintain a balanced helm, the keel must promote sufficient lead (the fore and aft distance between the center of effort and the center of lateral resistance). To highlight how these boat design principles play out, Practical Sailor looks at classic sailboats such as the Bill Shaw-designed Pearson 32, Ericson 41, Valiant 40, and Peterson 44, and compares their keel/sail ratios and lead values to more modern sailboat designs such as the Catalina, Hunter, Tartan, and Beneteau.

In the course of taking out boats for testing, Practical Sailor editors have observed an increased tendency for new-model sailboats to be ill-mannered in gusty conditions. We have been watching this trend for several years, and it seems to be becoming more usual than unusual.

In a typical situation, we will be sailing the test boat on the wind in 12 or so knots of breeze and everything is fine. Then, the breeze picks up to about 15 knots and the helm loads up. OK, thats to be expected, so we flatten the main, drop down the traveler, and that takes care of it.

Then we get a puff. Were already on the point of needing to reef, so in the puff, were overcanvassed. Instead of just heeling farther, the boat begins to round up. Fighting it with the helm is hard work, and easing the main so it luffs doesn’t help much.

Photo by Ralph Naranjo

We take in a reef, which usually means we roll in a bit of the jib or a bit of the main, or both, and the helm lightens up. We trim to the new wind and sail along, a bit slower now in the light spots, but then the next gust comes along, and the helm immediately loads up again.

In the worst case weve experienced, the boat rounded up so quickly that it tacked, even though the helm was hard over in the opposite direction. To prove that wasnt a fluke caused by a temporary diversion into a parallel universe, it did the same thing on the other tack.

Practical Sailor editors are old enough to remember a generation of cruising boats that didnt behave in this manner. For sure, there have always been twitchy boats, but most, when hit by a gust, would heel a little more, put some pressure on the wheel or tiller, and once the boat picked up speed, the pressure would come right off. A boat like that will sail for a long time with a loose lashing on the helm.

So, where does this bad habit come from? Several trends in modern cruising yacht design can share the blame. One of them is builders inclination to tilt their designs toward the performance end of the cruisers spectrum. Many recent and current cruising boats, if suitably fitted out with racing sails and the hardware and software to tweak them, could put up an impressive show on the race course.

The sensitivity to trim that accompanies such potential isn’t always suited to cruising shorthanded or with a family, when balance and good manners are key both to enjoyment and, to a degree, safety.

Establishing Balance

Many factors contribute to the balance of a sailboat. The obvious and principal pair are the sails and the hull. When working up a new design, the architect develops these in close association, but both are in turn influenced by other aspects of the boats design as it evolves.

In the standard approach, the designer works up preliminary drawings to express the basic requirements of the design brief, which normally include a desired length, displacement, cabin arrangement, and sailplan to provide the desired performance.

He then sketches out the hull lines (the matrix of contours that define its three-dimensional shape and its volume) to enclose the interior and meet expressed performance goals. The preliminary lines also serve as a basis on which to perform a number of calculations, one of them being the location of the center of buoyancy (CB).

With everything roughed out, the designer then “weighs” every item that will go into the complete boat, from the hull laminate to the toothbrush holder, but excluding the ballast. He combines these weights and their locations on the three axes, X, Y, and Z, to calculate the center of gravity (CG) of the whole package. Computer programs have helped to speed up this process and make volume calculations more accurate, but the process hasn’t changed much.

For the boat to float on its desired lines, the ballast package must then be designed and located to bring the combined longitudinal CG (LCG) of hull and ballast to the same fore-and-aft location as the CB (LCB). Once everything has been resolved satisfactorily, the designer can finalize the lines, carry out the necessary calculations, and establish shape and locations for the keel and the sailplan.

On most boats of current design, the ballast also constitutes the fin keel, and in that role, its location determines the center of lateral resistance (CLR), which in conjunction with the center of effort (CE) of the sailplan, influences how the boat balances under sail.

Even as boat design procedures have evolved from three-dimensional modeling using half hulls, through two-dimensional modeling using pen on vellum, to three-dimensional virtual modeling on computers, the fundamental principles have remained constant. One of the fundamental values used for predicting the proclivities of a boats helm is the dimension termed “lead.” Lead, pronounced “leed,” is the fore and aft distance between the CE and the CLR, expressed as a percentage of the waterline length (DWL).

“Skenes Elements of Yacht Design,” as revised by Francis S. Kinney, and other references for yacht design provide rules of thumb for calculating lead from the sailplan and the hull profile. (See illustration above).

Looking at the diagram, its easy to see how lead is an elusive quantity. First of all, no boat sails with the sailplan as shown-the sails are never flat and on centerline. The traditional range for lead places the CE forward of the CLR by 14 to 19 percent of DWL. This value is lifted from “Skenes,” for years the first reference for any designer. Since that book was written and updated, hull forms have changed, and with them, optimum values for lead.

On designs with fin keels, lead is often calculated with reference to the keel alone. One feature remains constant whatever the design. Moving the centers closer together-reducing lead-increases the tendency to weather helm. Moving them apart reduces that tendency. If the lead is too great, the result may be lee helm, which is generally considered undesirable-and is in fact, rare.

In Kinneys prime years, the 1960s to the 1980s, the basic working sailplan of a sloop included a 150-percent genoa, which would have the effect of moving the CE closer to the CLR. Many designs today have headsails with short or even no overlap and very often a full-battened mainsail with lots of roach. The different aerodynamic characteristics of such rigs might well affect optimum lead, something which designers can only determine through experience. (If a boatbuilder offers an in-mast furling mainsail as an option, its effect on lead will differ from that of the “classic” sailboat.)

The effective CLR can also be very different from that calculated. On a deep-bodied, full-keel hull, that difference simply might be the difference between the geometric center and the center of hydrodynamic pressure of the whole profile.

A sharp bow with a pronounced “chin” might well move the effective CLR forward. On a modern, fin-keeled boat with a shallow, broad canoe body like that of a dinghy, the keel makes a proportionately larger contribution to lateral resistance, so the location of the keel will strongly influence where that resistance operates.

Obviously the rudder, too, is part of the lateral plane, but if our objective is to sail with light to neutral pressure on the helm, under normal conditions, it should not be making a significant contribution to lateral resistance. Its role is to provide a means to change the boats direction and to compensate for the constant fluctuations in the forces applied to the boat in the normal course of sailing. A certain amount of pressure in the form of weather helm helps by providing positive feedback to the helmsman on the state of balance. That said, on many racing hulls, the rudder is designed to contribute lift and has an active role in driving the boat to windward. (It is worth noting that those wide-bodied race boats also tend to have twin rudders.)

Then and Now

Even in the age of computer modeling, yacht design remains a series of compromises. At the moment, it seems the pendulum has swung to a point where high-volume, wide-beam shapes dominate. With them come large rigs to overcome skin drag and its negative effect in light air. As a result, theres a need to sail the vessel as flat as possible or suffer the consequences.

The sailplan and outboard profiles of boats from different eras represent the shift in yacht design that has occurred during recent decades. The modern boats have longer proportional waterlines, indicating higher potential speed. It also means that the boats immersed volume, or displacement, has been distributed over a greater length.

Given two boats of similar displacement like the classic Pearson 32 and the modern Tartan 3400 (above), the Tartan winds up with a shallower canoe body. This also contributes to its being potentially faster and, if both boats had the same draft, would give the keel a slight advantage in span, and therefore effectiveness to windward.

So far so good, but a shallower canoe body forces the cabin sole upward, especially if the belowdecks accommodations are to take full advantage of the wide beam favored in the modern hull. To achieve comparable headroom with its older counterpart, the cabintop has to go up, too, and to ensure sitting headroom on the settees under the sidedeck, so does the freeboard.

Ultimately, the whole deck moves upward. To ensure the boom doesn’t sweep everybody out of the cockpit during an unplanned jibe, the boom too goes up. If sail area is not to be compromised, the entire mainsail goes up, and with it, its center of effort. The bigger the boat, the less pronounced these differences become as the proportions become more relaxed.

Differences are visible, too, between the boats keels; the modern Tartans is smaller in area. While it might be claimed that less wetted surface promises higher sailing speeds in light air, some builders accept a smaller keel to simplify the manufacture of the hull.

In a perfect world, the designer draws a keel to suit the boats sail area and other characteristics, places it to obtain the desired sailing performance, then massages the needed ballast to both fit the keel and trim the boat correctly. The volume of the ballast is usually less than that of the keel, and the builder has to do some intricate laminating work to mold a keel to receive ballast internally or a stub to which to bolt it externally.

On many production boats today, the keels are bolted directly to the bottom of a fair canoe body, a practice which eliminates much labor. The consequence is that the area of the keel is determined by the weight, and therefore the volume, of the ballast. To achieve the desired hydrodynamic properties and mechanical strength-it mustnt bend under the influence of normal sailing loads-a given volume of ballast can be formed into a limited range of shapes. Placing ballast in a bulb at the bottom aids the keels efficiency by creating an endplate effect and raises stiffness by placing ballast low, but it means that the keels lateral plane is sharply reduced.

For a more dramatic representation of how changes in keel design can affect helm balance, compare a Cruising Club of America (CCA) design like the Ericson 41 above, to a modern equivalent with comparable sail area like the Beneteau 46.

When sailing, two boats are subjected to similar forces on the sails. Resisting that side force are the immersed hull, the keel, and the rudder. If the hulls offer similar resistance, the remaining force is shared between the keel and rudder. If one keel is smaller than the other (as is clearly the case here), the effect is to increase the share taken by the rudder.

When the sails are trimmed properly and all is in balance, the rudder will carry a small load. If however, you hit a gust, the rudder must pick up a high proportion of the added side thrust until balance is restored, usually by some adjustment to sail trim.

Simply put, boats of the general modern type are not forgiving in changeable conditions, say, for example when the apparent wind is in the 12- to 18-knot range. At the higher end, youd want to be reefed; at the lower end, probably not.

On a day when you expect the wind to soften rather than harden, youd rather not put in the reef, so that you can maintain speed in the lulls. In the puffs, you want your hands free to ease the traveler and flatten the jib, which is hard to do if the helm is a handful. Compounding the problem on most boats, the mainsail controls are usually not within reach of the helm.

On racing boats, such sensitivity isn’t an issue. On the contrary, sufficient crew are on hand to make adjustments on the fly as quickly and often as needed to keep the boat sailing at her fastest.

Cruising boats are often sailed shorthanded and by crews who are not looking for a constant physical workout. An autopilot might be doing most of the steering, and good balance is helpful in protecting it from having to work too hard-or from being overpowered.

Another striking difference between the older and newer designs is visible in the plan (overhead) view. By 1980, cruising-boat hulls were already becoming beamy relative to boats of the 1960s and 1970s. The current trend is to carry the beam aft, so that in the region of the rudder, its as much as 85 percent of the maximum beam, far wider than the 55 percent to 60 percent once considered acceptable. The principal beneficiary of this extra breadth is the boats interior-builders often offer twin double cabins aft where a generation ago they might have squeezed in a quarter berth and a cockpit locker. The cockpit, too, becomes roomier, and the transom, scooped and sculpted, is transformed into a swim platform and dinghy dock.

Photo by Jarrod Scanlon

All this additional boat aft adds weight aft, in both construction materials and outfit. To compensate, the ballast-that is to say, the keel-has to be fitted farther forward.

The full beam aft does provide a significant boost to the boats ability to carry sail. As the boat heels, the center of buoyancy moves quickly outboard, away from the center of gravity. This lengthens the righting arm, giving a positive contribution toward stability, but it also moves the immersed centerline of the hull away from the static centerline along which both the keel and the rudder are attached. Depending on the hulls shape, this can create a distortion in the immersed volume, which can in turn affect the dynamics acting on it.

Effect of Keel Area

Another factor entering the equation is the area of the keel. This, too, is apparent when comparing the drawings of the older and newer generation boats. Many of the standard tracts on the design of sailing yachts are, lets say, vague on what keel area is adequate or even desirable, although many designers have come up with their own formulas.

Because the keel is reacting in the water to forces generated on the sails by the wind, it makes sense that the area of a fin keel should be related in some way to sail area.

When naval architect Dave Gerr took over as director of the Westlawn Institute of Marine Technology, he found the course materials for sailing yacht design had little detailed explanation on this topic, a gap he subsequently filled. Briefly, he recommends no fin keel should be less that 2.5 percent of the sail area (mainsail 100 percent foretriangle) and need be no more than 5 percent. The smaller value is appropriate for a racing boat with a full crew aboard to trim and tweak the sails to every change in the wind. The larger area is suited to cruising boats, which need to be more forgiving to shorthanded crews.

Current Design Trends

In the past, racing measurement rules have been criticized because the boats designed to compete under them have become type-formed, sometimes with unwelcome consequences in how they handle. We might just as easily level criticism at present-day marketing and manufacturing methods for doing the same to cruising boats.

Lets face it, but for a few differences in sailplans and keel shapes, modern cruising sailboats are quite generic below the sheerline. They are all beamy; they carry their beam aft; they have long waterlines; they have dinghy-like underbodies; and they have spade rudders. The forces that have created this shape have at least as much to do with how many people can sleep and shower in them comfortably as with how the boats will sail.

Dishing out the hull shape in this manner makes it fairly easy to push through the water, but arranging the keel, rudder, and sails so they work in concert has become a more complex problem, exacerbated by having to compensate for extra weight of accommodations aft, something thats less of an issue in raceboats.

The byproduct of these design parameters is zesty performance, a bonus for the marketing department, but speed for its own sake is not the first priority of cruising sailors. In the brochure for the Beneteau 37, the boats polar diagram shows a maximum theoretical sailing speed of over 12 knots in 30 knots of wind. When cruising sailors encounter 30-knot winds, they are more likely to hunker down in the expectation it will blow even harder than they are to set the chute to go surfing. What they want is a boat that will take readily to hunkering, and all the signs indicate those boats are getting fewer in number . . . and they are mostly older designs.

• The Balancing Act
• Pearson 32 vs. Tartan 3400
• Ericson 41 vs. Beneteau 46
• Practical Sailor Design Guide
• The Modern Hull and Helm Balance

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12 Boat Interior Design Ideas 2024 You Will Love

• September 7, 2023
• Interior Design Styles

Boat interior design is an exciting and creative aspect of boat ownership that allows owners to personalize their vessels, achieving not only a stylish and enjoyable living space but also one that is functional and efficient. As a boat owner or someone interested in purchasing a boat, it’s essential to understand the fundamentals to make informed decisions and create a space that reflects your taste and lifestyle.

There is an incredible range of materials, layouts, and design options available, with an increasing focus on sustainability and eco-friendly materials. Modern boat interior design combines technology, aesthetics, and practicality while considering the unique challenges posed by life on the water, such as space limitations and the impact of the marine environment on materials.

Table of Contents

Key Takeaways

• Boat interior design combines style, functionality, and efficiency to create comfortable, personalized spaces
• Material selection, lighting, and layout are crucial components of successful boat interior design
• Sustainable and eco-friendly options are increasingly popular and available in modern boat design

Fundamentals of Boat Interior Design

When it comes to boat interior design, especially yacht interior design, I always keep a few key principles in mind to achieve a functional and aesthetically pleasing space. The main focus should be on minimalism, comfort, easy movement, and functionality.

Firstly, minimalism is crucial in any boat interior design. Utilizing clean lines, simple color schemes, and well-organized systems contribute to a clutter-free environment that is essential for a boat’s limited space. For instance, modern galleys that reinterpret and decorate heads and service spaces are extremely functional and visually pleasing.

Comfort is another essential factor in boat interior design. Since boats are often used for leisure and relaxation, incorporating cozy seating areas and soft, easy-to-clean upholstery can dramatically improve the overall experience. A popular example is powder blue upholstery paired with cream counters that add a touch of color while maintaining a serene atmosphere.

To ensure easy movement onboard, it’s vital to arrange furniture and objects to allow for smooth transitions from one area to another. This can be achieved by choosing compact, adaptable pieces that can serve multiple purposes or by utilizing built-in storage solutions. For instance, a curved sofa that fits snugly in the bow of the boat creates a comfortable and space-efficient seating area.

Taking these principles into consideration when designing a boat interior will lead to a tailored space that offers both style and practicality, which is key to a successful yacht interior design.

Material Selection

When it comes to boat interior design, selecting the right materials is crucial. The materials you choose should be able to withstand the marine environment while also contributing to the overall aesthetic and comfort of the space. In this section, I’ll discuss some common materials used in boat interiors, including wood and veneer, fabrics and upholstery, and flooring and carpets.

Wood and Veneer

Wood is a classic choice for boat interiors due to its warmth, timeless beauty, and versatility. While solid hardwoods like teak, mahogany, and oak are often used in high-end designs, they can be heavy and expensive. A more affordable alternative is to use wood veneers. Veneers are thin sheets of wood glued to a composite core, which can be plywood, particleboard, or medium density fiberboard (MDF). By using veneers, I can achieve the same high-quality look of solid wood while also reducing weight and cost.

When selecting wood or veneer for a boat interior, it’s important to consider factors like moisture resistance, durability, and weight. Naturally rot-resistant species like teak, cedar, and cypress are ideal for withstanding the marine environment. Additionally, finishes like varnish, paint, or oil can help protect the wood from moisture and UV damage.

Fabrics and Upholstery

Fabrics and upholstery play a major role in defining the look and comfort of a boat’s interior. For durability and longevity, marine-grade textiles are recommended. These fabrics are specifically designed to resist mildew, fading, and water damage. Some popular options include Sunbrella®, vinyl, and marine-grade leather. When choosing fabrics, I consider factors like color, texture, and pattern to create a cohesive and inviting atmosphere.

For seating, it’s important to choose high-quality foam that provides adequate support and comfort. Additionally, the foam should be moisture-resistant to prevent mold and mildew growth. Look for closed-cell foam or reticulated foam, which allow water to flow through and dry quickly.

Flooring and Carpets

Flooring is another essential aspect of boat interior design. There are several options to consider, such as solid wood, engineered wood, vinyl, and carpet. Each material has its advantages and drawbacks.

Solid wood flooring offers a luxurious and traditional appearance, but it can be heavy and susceptible to moisture damage. Engineered wood is a more stable alternative to solid wood, as it consists of a top layer of hardwood bonded to a plywood or HDF core.

Vinyl flooring is a durable and lightweight option that comes in various styles, including wood, stone, and tile effects. It’s water-resistant, easy to clean, and suitable for high-traffic areas.

Carpet adds a cozy and comfortable feel to a boat’s interior, making it a popular choice for bedrooms and living areas. Marine-grade carpet is designed to withstand moisture, mildew, and sun exposure. When selecting carpet, I look for materials like polypropylene or nylon for their moisture resistance and durability. In addition, it’s important to choose a high-quality marine-grade carpet backing to prevent delamination and water damage.

Lighting and Atmosphere

As a boat interior designer, I understand the importance of lighting and atmosphere in creating a pleasant and functional living space on board. In this section, I will discuss LED lighting and natural light as two key components that help enhance the overall ambiance of your boat’s interior.

LED Lighting

LED lights are becoming increasingly popular in boat interiors due to their energy efficiency, long lifespan, and versatility. They come in various shades of white light, which can sculpt and illuminate the surroundings, creating a comfortable and atmospheric environment. By using LED lights, I can customize the color temperature to match the overall design theme and adjust the brightness to suit any time of day or activity.

Natural Light

When designing a boat’s interior, I always take into account the availability of natural light. Large windows, hatches, and skylights can greatly enhance the interior ambiance by allowing sunlight to fill the space, resulting in a bright, airy atmosphere. A well-lit boat not only looks more spacious, but also improves the mood and well-being of those on board.

To make the most out of the natural light, I strategically place mirrors and reflective surfaces to bounce light around and brighten up darker areas. Additionally, I carefully select fabrics and materials that complement the amount of natural light, ensuring the space is both visually appealing and functional.

Layout and Space Efficiency

Galley design.

When designing the galley, I prioritize functionality and space-saving solutions. One way to achieve this is by incorporating modular or foldable countertops that can be stowed away when not in use. I also make use of vertical storage with wall-mounted racks and magnetic strips for tools and utensils. In choosing appliances, I opt for compact and energy-efficient options, such as induction cooktops and convection ovens, to maximize available space.

Cabins and Staterooms

In designing cabins and staterooms, I aim to optimize the available space while maintaining a high level of comfort. One approach is to utilize multi-functional furniture like convertible beds and built-in storage solutions. Customizable and modular furniture setups also prove to be quite beneficial in tailoring the space according to specific needs. Adequate headroom and proper ventilation are essential, so I ensure there are enough windows or hatches to allow fresh air and natural light in.

Saloon and Lounge Areas

For the saloon and lounge areas, I focus on creating comfortable and versatile spaces. To accomplish this, I employ a thoughtful layout, incorporating:

• Curved seating that makes efficient use of the available space, fitting the shape of the hull.
• Modular seating arrangements that can be reconfigured for various activities, such as dining or socializing.
• Built-in storage spaces beneath seating or in nooks and crannies, maximizing available space.

As for lighting, I prefer to utilize advanced electronics and multi-functional displays to control systems on board, ensuring a balance of both ambient and task lighting within the boat. This creates a pleasant atmosphere while providing adequate light for practical purposes.

Customization and Personalization

Art and decor details.

One of the most important aspects of boat interior design is incorporating a personal touch through art and decor details. I like to consider the color palette, textures, and materials that reflect my personal taste. Adding carefully chosen artwork, accent pillows, and decorative items will make the space feel cozy and comfortable. It’s important to choose pieces that are functional and durable in the marine environment while adding visual interest. For example, using marine-grade fabric for upholstery, or incorporating marine-themed sculptures and paintings will enhance the boat interior without compromising on practicality.

Technology Integration

As a boat owner, I believe it’s crucial to integrate modern technology into the design of boat interiors. This not only makes the space feel up-to-date but also ensures a higher level of comfort and convenience. I like to incorporate smart home features like automated lighting and climate control systems, which can be controlled with a touch of a button on a central panel. Additionally, installing high-quality audio-visual equipment like flat-screen TVs, surround sound systems, and marine-grade speakers allow me and my guests to enjoy entertainment during our time onboard.

Sustainable and Eco-Friendly Options

As someone who values sustainability and eco-friendly practices, I believe it’s essential to consider these factors when designing boat interiors. In this section, I will discuss two key aspects of sustainable and eco-friendly boat interior design: Solar Panels and Green Energy, and Recycled and Sustainable Materials.

Solar Panels and Green Energy

One effective way to make a boat more environmentally friendly is by installing solar panels. These panels can generate electricity to power lighting, appliances, and even propulsion systems. Solar technology has made significant advancements over the years, and modern marine solar panels are lightweight, flexible, and efficient. By harnessing the sun’s energy, boat owners can reduce their carbon footprint and the strain on their fuel consumption. Marine LED lights are another excellent green upgrade, as they require less energy and provide bright, natural lighting for the interior space.

Recycled and Sustainable Materials

When it comes to sustainable interior design, choosing eco-friendly materials is crucial. In my opinion, boat and yacht owners should pay attention to the environmental impact of the materials they use for furniture, flooring, and other design elements. Some sustainable options include:

• Recycled metals: Metal furniture or accent pieces made from recycled materials can add a stylish touch while keeping sustainability in mind.
• Reclaimed wood: Using reclaimed wood for flooring or furniture is not only eco-friendly but also adds a unique, rustic charm to the interior.
• Natural fibers: Opt for rugs and textiles made from renewable materials like jute, bamboo, and organic cotton to reduce environmental impact.

By incorporating these sustainable practices into boat interior design, we can create beautiful, functional spaces that are kinder to the planet. Remember to consider solar energy and green materials, as these small changes can make a significant positive impact on the environment.

Boat Interior Design: A Fusion of Comfort and Style

As a passionate enthusiast in boat interior design, I’ve seen many trends come and go over the years. In this section, I will share with you some popular approaches that can make a boat’s interior both functional and visually appealing. Let’s delve into some design inspirations that can help transform your boat’s living spaces.

In my experience, minimalism has proven to be a key aspect of contemporary boat interior design. Embracing a clean, simple look not only helps to conserve space but also enhances the overall aesthetics. Avoid overcautious details; remember that less is more when you’re working with limited square footage.

One of my favorite design elements is incorporating natural materials such as teak. These materials can create an elegant and calming environment on a boat. Complemented by neutral colors and subtle accents like powder blue upholstery or cream-colored finishes, your vessel’s interior can evoke a sense of serenity for both you and your passengers.

Another important aspect to consider in boat interior design is the efficient use of space. Curved furniture, such as sofas, not only adds a touch of sophistication but also utilizes otherwise underutilized areas. Be sure to place essential components, like the galley and heads, in easily accessible areas to maximize functionality.

Frequently Asked Questions

What are some tips for boat interior lighting.

Consider installing LED lights, placing them strategically, and using natural light as much as possible.

How do you make the most of a small boat interior?

Use multipurpose furniture, utilize all available space, and keep the decor simple and minimalistic.

What are some current boat interior design trends?

Minimalism, functional galleys, and reinterpretation of service spaces as formal spaces are popular.

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• Martin Johnen

Webdesigner, Interior Design Enthusiast and IT Expert - breaking the cliché of an IT-Nerd sitting in a dark basement surrounded by tech stuff. Instead, I love painting, enjoying the beach and designing things with my own hands. The process of creating something beautiful never stops to amaze me.

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Boat Interior Design: 7 Waves of Harmonizing Function & Beauty

Welcome aboard as we set sail into the enchanting domain of boat interior design, where the boundless expanse of open waters intersects with the ingenious world of design craftsmanship. Within the course of this exploration, we untangle the delicate interplay between aesthetics and ergonomic efficiency, shedding light on the intricate artistry required to shape boat interiors.

This essay acts as an expansive guide, navigating through the foundational principles, considerations, and innovative techniques that contribute to the formation of interior spaces, seamlessly marrying style with the essential functionalities of life at sea. The goal is to unveil a narrative that unfurls within the confined yet dynamic parameters of a vessel’s interior.

1. Considerations Before Designing

Space constraints on a boat.

In the practical domain of boat interior design, the challenge lies in optimizing limited space without compromising functionality. Designers focus on efficient storage solutions, utilizing areas like built-in storage beneath seating and maximizing vertical spaces. The goal is to transform every inch into a usable and elegant space.

Balancing ample and cramped areas is a central theme. Designers work to ensure that abundant space doesn’t hinder the functionality of smaller areas. This delicate balance showcases the effectiveness of boat interior design, where every inch is utilized, creating an environment that feels expansive despite spatial constraints.

Durability and Resistance

Navigating open waters exposes vessels to saltwater and harsh elements, necessitating careful material selection for boat interiors. Beyond durability, chosen materials must resist the corrosive effects of the sea. Incorporating dark wood adds not only aesthetic appeal but also warmth and sophistication, grounding the design in a timeless aesthetic.

The chart table, a significant element in boat interiors, serves practical navigation purposes and contributes to the overall aesthetic and functional harmony. Prioritizing natural light is crucial in the confined quarters of a vessel, enhancing the feeling of openness. For first-time boat owners, the design expedition reflects not only functionality but also personal aspirations, marking the beginning of their maritime adventure.

2. Theme and Style

Choosing a theme.

In the course of boat interior design, the decision to select a theme holds considerable weight. The chosen theme becomes the groundwork for the entire design expedition, whether leaning towards a classic nautical aesthetic or exploring contemporary design. The selected theme significantly influences the narrative of the vessel’s design. For those aiming for a lasting ambiance, the inclusion of dark wood elements stands out as a prominent feature, introducing an element of sophistication and evoking the longstanding traditions associated with seafaring and maritime luxury.

Color Palette Selection

The color palette, a fundamental component of boat interior design, serves as a practical tool for establishing the mood and atmosphere within the vessel’s interior. The deliberate choice of colors that blend seamlessly with the marine environment is crucial, creating a cohesive link between the carefully crafted interior and the expansive sea. Soft blues, sandy beiges, and pristine whites are selected as hues that construct a visual backdrop, instilling a sense of serenity and openness. This color palette serves a practical purpose, offering a sensory journey that heightens the overall experience of the boat’s interior without veering into abstract elements.

3. Functional Layout

The core of boat interior design revolves around practicality, particularly in the domain of ergonomic considerations. This focus on comfort during maritime journeys takes precedence over mere aesthetic considerations. It’s a systematic approach to design that carefully arranges every element to serve a specific purpose. From organizing seating areas strategically to positioning storage compartments thoughtfully, the interior is a practical space where functionality seamlessly intertwines with design.

Designers adopt an innovative mindset as each piece of furniture transforms into a multitasking entity, serving various functions to maximize utility. The rise of foldable and collapsible furniture, coupled with discreet storage compartments, turns the interior into an adaptive ensemble. The very nature of the boat evolves, transcending its role as a mere vessel to become a dynamic space that effortlessly adapts to the preferences and needs of its owner.

4. Lighting Design

Moving beyond the essential need for illumination, lighting assumes a crucial role in shaping the ambiance within the boat’s interior. The strategic use of light extends its impact throughout both day and night, playing a significant part in the overall sailing experience. Natural light, appreciated for its practical benefits, becomes a central element in creating an environment that promotes openness and airiness, contributing to the comfort and visual aesthetics of the boat’s interior.

In boat interior design, harnessing natural light serves as a key strategy to enhance both the functionality and aesthetics of the space. Strategically integrating expansive windows and portholes within the boat’s interior space facilitates the influx of abundant sunlight, fostering a luminous and airy ambiance despite the constraints of a small space.

Choosing light-colored and reflective surfaces for walls and furnishings amplifies the effect of natural light, making the interior feel more spacious. Thoughtful placement of mirrors can further bounce and distribute sunlight throughout the space.

Additionally, opting for sheer or light-filtering window treatments enables a controlled diffusion of sunlight while maintaining privacy. Embracing the orientation of the boat and strategically placing seating areas or workspaces near sources of natural light not only maximizes illumination but also creates inviting and comfortable spaces. In essence, integrating natural light into boat interior design not only addresses the practical need for illumination but also contributes to a visually appealing and welcoming onboard environment.

Types of Lighting Fixtures

In the intricate domain of yacht design, LED lighting assumes a prominent role as an energy-efficient illumination source, casting a practical and functional glow that shapes the boat’s interior space.

Lighting fixtures are meticulously chosen, considering not only their functional attributes but also their contribution to the overall visual composition, making sense within the confined quarters. This thoughtful selection creates an organized lighting landscape, where each element aligns harmoniously with the overarching aesthetic vision. These fixtures transcend their role as mere light sources, becoming integral components that enhance the sensory experience and seamlessly blend practicality with the functional aspects of yacht design.

5. Decorative Elements

Personalizing the whole boat involves adding unique touches that make the space feel like home. This includes incorporating cherished artwork, family photographs, and sentimental souvenirs into the interior design, creating a narrative of warmth and familiarity.

In boat design, custom builds like the chart table and careful consideration of the color scheme contribute to the personalization of available space. These elements, along with other customized features, add a distinctive touch to the vessel, making it a unique floating abode.

For those aiming to evoke the spirit of the sea, marine-themed decorations such as nautical artwork, intricately tied knots, and marine-inspired textiles become integral parts of the interior design. Each chosen element serves as a nod to the aquatic surroundings and contributes to the overall personalization of the yacht’s interior.

6. Smart Solutions for Boat Interiors

In contemporary boat design, the integration of technology signifies a new era, with smart solutions for boat interiors becoming indispensable in modern maritime design, catering to the evolving needs of seafarers.

Integrated navigation and control systems, customized entertainment setups designed for the marine environment, and the innovation of touch-screen controls and automated lighting collectively transform the interior into a futuristic tableau. For interior designers working on small boats, incorporating these technological elements is essential to modernize and optimize interior designs.

With a focus on maximizing space, efficiency, and comfort, these smart solutions redefine boat interiors, creating environments that are not only technologically advanced but also tailored to the unique challenges of life at sea.

7. Maintenance and Longevity

In the practical domain of boat interior design, the durability of the crafted space relies heavily on the careful selection of materials. The focus here transcends mere aesthetics; it emphasizes resilience. The selection of materials that withstand the test of time, resisting wear and tear, is not just a preference but a commitment to long-lasting endurance. From fabrics that endure the elements to hardware that repels corrosion, each choice serves as a protector of the interior’s longevity.

Moving beyond the initial design considerations, the ongoing preservation of boat interiors extends into the domain of routine maintenance. This is the practical routine that shields the interior against the persistent challenges posed by the sea. Regular cleaning, the implementation of proper ventilation practices, and timely repairs conducted as standard procedures are the measures ensuring that the interior withstands the trials of both time and the maritime environment, particularly in the case of an old boat with unique preservation needs.

Boat Interior Design: A Recap

In boat interior design, the culmination is not merely the creation of a functional space but a practical achievement that resonates with every ripple and gust. By meticulously navigating the seas of spatial constraints, selecting thematic compasses, prioritizing ergonomic functionality, and seamlessly weaving technology into the narrative, boat enthusiasts conjure interiors that transcend the mundane.

In conclusion, navigating the waters of boat interior design for your first boat opens up a world of possibilities, revealing that there is indeed so much space to explore and personalize. The exploration of transforming your vessel into a floating sanctuary is not just about aesthetics; it’s about creating a haven that resonates with your unique style and preferences. As you venture into this exciting endeavor, remember that the canvas is vast, and the choices are yours to make.

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Yacht Interior Design Concepts. Part 1

• October 3rd, 2016
• Cruise Report

As you may have read in one or two of my articles on the refit project of my own King´s Cruiser 33 sailing yacht a lot of effort goes into the refurbishment of the boat´s interior. That´s because my 40 year old ship hasn´t lost any of her undeniable sailing qualities, but therefore a lot of her appeal and appearance. Though most of the works done is cosmetic, I often wonder which way is the best, how to do this and that the right way in order to keep the King´s Cruiser´s character on the one hand and to achieve a modern approach with a yet classic appeal in re-designing her internal fitting. Strolling around the various boat shows is a welcome inspiration. Such as the Interboot Friedirchshafen, where I was able to spend two days.

This article is dedicated to showing some interior design concepts of a handful of boats I visited on the Interboot. Maybe I can draw some inspiration from the solutions done by the big brands like Beneteau, Jeanneau, Dragonfly, Hallberg-Rassy, Dufour or Dehler. Some 90.000 people have been attending Interboot fair this year, situated at the Lake Konstanz, a huge inshore water marking partially the border between Germany, Switzerland and Austria. Though the emphasis of the Interboot is on smaller vessels, mostly Daysailers, there have been quite a handful of bigger ships meant for serious offshore sailing: The charter sailing areas of the Adriatic aren´t that far away. Here´s what I´ve noticed: I´ve visited nine different boats, 4 of them in this first article, another 5 in the upcoming Part 2.

The big bold Cruiser: Beneteau Oceanis 45

I was very much interested in seeing this boat as Beneteau is undeniably the market leader and the yard with the highest output of production sailing yachts worldwide. So I bite the bullet and put myself in the queue to get a glimpse of her interior design. The Beneteau Oceanis 45 is some 14 meters in length over all, has a maximum beam of 4.50 meters and a displacement of some 10.5 tons. That´s quite a punch.

By waiting in line I could inspect her outward appearance. Well, she is a big lady. Not very distinctive lines, nothing really exciting for one´s eyes to get a grip on. The huge portholes seem a bit oversized to me, the cabin´s superstructure is round shaped in a convex line which appears unnatural. Lots of plastic and no teak decking whatsoever. All in all her appearance was … well, not very glamorous. Worst about her outward design was the targa bar, hosting the mainsheet traveller as it is costumary on all Oceanis variants right now. It may be perfect for Bimini fixing, but believe me – especially in combination with the huge sprayhood – it looks overdesigned and really awkward. Well, let´s go inside.

Since this 45 feet yacht is a big fellow and no matter if owned by an individual or used by a larger group of people on a charter cruise, 45 feet should be more than spacious. But upon entering her saloon I was instantly disappointed, because I really couldn’t develop a sense of spaciousness at all. I really don´t know if that´s due to the color-scheme of that particular boat (50 shades of coffee-brown) or due to the layout of the whole interior, I couldn´t get a feeling of coziness here.

Entering the saloon from the companionway there´s a galley to port side and a saloon. A U-settee on starboard side with a folding dining table and a 2-person settee to starboard side, of which I´d like to talk later. The L-shaped galley offers more than enough space for cooking and working the plates, a large fridge and a 2-flame stove should be more than enough. Stowage is plenty of available, so that´s a plus for the Beneteau 45. Vis-à-vis a large head with shower can be used by the crew. But let´s go back to the saloon concept as it is the most remarkable – and awkward – detail on that boat.

By taking a closer look to the starboard U-settee I couldn´t help but shake my head: For my taste there´s absolutely nothing at least trying to appeal my eyes: The portholes are far too big, the veneer providing cover for the porthole has an even bigger porthole-outlet creating a feeling of being unfinished. The walls offer no structure at all and I felt battered by the sheer vastness of dull brown and grey colors. I know, well – I hope – that owners could choose other fabrics, colors and hopefully wooden veneers too, but this particular configuration and design didn´t appeal to me at all. Which is a pity. Learning for the design of my own boat: A ship´s internal fittings should at least partially be of wooden materials. In this sense, the new Beneteau 45 is just too modern for me.

But that wasn´t the only awkward thing about the boat. Spending lots of time to think about the perfect navigation station on my own boat and in designing and building the perfect chart table I am always particularly interested in the solutions of contemporary yachts in these terms. The Beneteau 45 was in this case a real runaway: Why would a ship´s designer put the chart table to the farthest place away from the companionway? Why would the same designer put the main electric control panel on a totally different position? As it was done on the Beneteau 45.

I think it´s crazy: Upon taking a look onto the charts, the skipper must reach through all of the length of the saloon to get to his chart table, mounted on the bulkhead to the fore peak, reach back all the way to the companionway. To check for electric status, the panel is mounted farther back in the saloon, so he has to get up again from his navigation station. I just couldn´t grasp it. The only reason why one would design such a thing is – skipper´s chart work isn´t considered important anymore.

Besides, standing in the fore cabin door looking aft I again couldn´t get a sense of being inside a 45 feet ship: The saloon really does not mediate a roomy spacious sensation: More to the contrary, I had a feeling of being somewhat constricted.

The aft cabins of the Beneteau 45 are huge. The berths, or should I say beds, offering more than enough space to find a good night´s sleep. Again, huge portholes allow a wide view to the sides of the freeboard though I would have gone for more (yet apparently smaller) portholes which could be therefore opened for fresh air. Again, some of the practical solutions appeared cheaply done, such as the sheathing of the hull which is simply a thin bent board screwed to the boat. Some of the other fittings such as stowage and cupboards did seem to be made with good quality joinery as well.

At last I found the owner´s cabin in the fore peak emptied of other guests and took my chance. What I really like is the huge, partially foldable forward bulkhead which will open up more than just a narrow door to the fore cabin but a wide passage – thus creating a roomier feeling. This was seen also on the Dufour Grand Large 310 I´ve visited some weeks ago, where this effect can be seen in a very spectacular way . In the Beneteau 45 the fore cabin is really more than appropriate: The master bed is huge, as well as the portholes again. Enough stowage available in two big cabinets as well. All in all, I must rather say, this boats didn´t appeal to me at all. I just couldn´t get warm with her internal layout, the floor plan seemed sometimes crazy (see navigation station), color scheme and some of the practical solution created a cheap sensation.

Cruiser-Racer with Kitchen-Feeling: Elan S4

Elan yachts are known for their sailing characteristics, renowned for speed and synonymous for cruiser-racer with style. Upon entering the stand of the S4 I took some time to admire the lines of her hull: Sleek, aggressive with distinctive chines, a racy bulb keel and twin rudders create a sensation of speed and power. That boat really lives up to the brand value and I was excited to be allowed to inspect her interior. How is an Elan S4 sailing yacht appearing from the inside? Racer-cruising with style – let´s check it out.

Again, I must admit, I was partially disappointed. I instantly got the feeling of being in a kitchen. There are cupboards installed all over the saloon circumferentially, white colored with a decorative band of reflecting mirror-like metal. That created a mixture of kitchen, medical practice and furniture store. I am sorry, but the choice for the saloon´s fabrics, colors and styling elements was a clear overshoot in my eyes: Too much of everything, too much of a medley of too many decorative things competing for the beholder´s eyes. Which is a pity, because the floor plan is a classic. I hope owners can configure their Elan S4 boats in way that the saloon could mediate a cleaner, homogenous and more relaxing atmosphere!

On the other hand, a definite plus on the Elan S4 is the huge galley. Rounded edges, a nice arrangement of different materials and the joinery did satisfy my demand instantly, more so, it made up partially for the jumbo-mumbo of designs of the saloon. The galley offers more than enough space. Compared to the Beneteau 51 I did had the feeling that although being some 10 feet shorter and therefore having less space available, Elan´s designers managed to get out a lot more spaciousness than their French counterparts.

The rear cabin was a bit of a disappointment on the other side. Though wooden veneers have been installed plenty of and made a nice impression, I was puzzled of the Elan S4 offering so much ordinary shelves instead of proper cabinets. I would assume this boat going at a high speed with quite some heeling: Open shelves, especially these really big ones, won´t hold to their contents. It´s frustrating to find one´s stuff spread over the whole cabin after a day of rocky sailing. On the other hand, size of the berths seemed adequate, same as to her opening hatches for fresh air.

All in all I must admit, the interior design solutions seen on the Elan S4 couldn´t really win my enthusiasm. Though the floor plan and overall layout did really appeal to my eyes, there have been too much decorative elements competing with each other, too many lines running through one´s sight creating an unsteady feeling. I don´t think I could calm down and really relax in an Elan saloon. A big minus are the huge useless shelves, I hope that there is an extra package to order proper cabinets.

Nevertheless, I´d love to sail one of these. Standing in the cockpit I suddenly realized that these boats are primarily made for sailing and that was the feeling I instantly got by placing myself at the helm. There is no decking or teak applications to be seen anyhow (though it certainly is part of the extra packages offered), multiple stands for safe and sound foothold whilst sailing and the large mainsheet traveller right across the cockpit floor talks business.

A real Highlight: The new Dehler 34

That was a real hype in all those print magazines and high glossy boating gazettes when Dehler launched its latest model: “A Legend is reborn”, as it was said. And right they are, expectations are high since the old Dehler 34 has been one of the most successful and trend-setting yachts for the your Dehler company back in the good old days. Looking at her from the outside I instantly liked her clean sleek lines. I was very keen on inspecting her interiors.

The same tension I did have upon getting to see the new Dehler 42 cruiser-racer some weeks ago (read that particular article here ): Dehler is part of the large Hanse Group but wants to retain a certain stand-alone character. And the big company is good advised to let them have – Dehler has a reputation of making very well sailing fast yachts with an emphasis on good quality when it comes to internal fittings.

Looking at her stern it seems a bit odd: When all the others, even Beneteau, are springing for “modern” chines and twin rudders, the racy Dehler does not feature any of them. There´s a huge single rudder, a somewhat ordinary keel – though a bit deeper than normal cruising keels – and that´s it. I wonder what sailing this boat might be like. So I climbed the stand and asked for admission to enter the boat, which was granted.

Classy. That´s what came into my mind when I set foot on her deck. Noble teak decking in the cockpit, a huge mainsheet traveller on the floor right before the notorious double wheel helming station. All seemed right and made by people who know what they are doing. Nice job. This was the first cockpit I really liked on this fair and suddenly a smile shooed over my face. Let´s go inside …

Wow, classy again! Her saloon is just wonderful. There´s lot of wooden fittings, nicely done and I really liked the fabric of the cushion. Colors are in harmony with each other, there´s no frills around and everything is done with an emphasis on creating a real ship-like atmosphere. No time to think back of the overdressed Elan or the wannabe Jeanneau. This is real good interior design!

The saloon is classic: Two settees on either side, a large foldable dining table in the middle. That´s it. The Dehler 34 has a maximum beam of just 3.60 meters. A slim boat. We remember: She was built to sail fast. And that’s why there´s no U-settee or other gadgets in the saloon. I can vividly envision a crew taking a pause down below deck from an exhausting sailing day out offshore.

Upon entering by coming down the companionway the sailor will find a small L-galley to the starboard side, vis-à-vis a head with a separated shower. The saloon features a small navigation station facing aft which I guess is a concession to modern sailing yacht interior design. I took a seat and tried to imagine myself doing chartwork at this chart table, which is possible, but could be a bit tricky since the worktop is rather small for my taste. Again, big enough navigation stations are a thing of the past, I guess, after most of the sailors will stick to their huge multicolored digital displays. What I really liked at the Dehler 34 navigation station was the rounded cover for VHF and electric switch panel. By the way, all the rounded headrests, reminding me of a private jet or something, are folding offering a lot of stowage here.

Aft cabin was huge for a 34 feet boat. I even felt kind of bigger than that of the Beneteau some 10 feet larger, but that might be a fallacy. What is fact is that – also contrary to the Beneteau – the quality of craftsmanship seemed a lot higher in the Dehler. Veneers made of nice material, and a real cabinet with closing doors did appeal to me very much.

Somewhat cheap, I must admit, the owner´s cabin. Not so much due to her size – the fore peak is slim – bit due to the fact that white plastic surfaces dominate this cabin. I would have gone for a wooden panel or kind of veneer for covering the collision bulkhead, maybe added a mirror or something to optically widen the feeling of space in this cabin.

Nevertheless, I loved the Dehler 34. She might be quite a stormy sailing yacht, I just don´t know, but as her bigger sister, the Dehler 42, was already announcing, Dehler´s interior designers have made a wonderful job in creating a very likable saloon, minor drawbacks in the fore cabin put aside.

Space. Ship. The Dufour Grand Large 460

Since I got the chance to inspect the Grand Large 310 (read the article here ) in Germany I got more and more interested in this French brand. Dufour is a widely known name in Germany, but few are to be seen at the jetties and it seems that most sailors I know don´t really have a clue what a Dufour is all about. And yet, Dufour is building sailing yachts since more than 52 years and the boats bear an image of being good responding, fast boats with an emphasis on luxurious travel. Here we go – the Grand Large 460.

Her hull is indeed one of the biggest boats to be presented at the Interboot and as I roamed her rudder below the waterline I noticed her flat bottom and sleek lines. Made for speed? I climbed the stairs and had to wait some minutes to be let inside since Dufour´s stand was funnily enough crowded with people. But when I was granted entry and I once got down below deck, I must admit, I couldn´t barely find words. This is just w-o-w.

First of all, the saloon was that spacious, that I was climbing out of the boat instantly and checked for the boat´s size. Just to be sure: This was a 46 feet yacht, having nearly exactly the size of the Beneteau 45 and yet the feeling of space inside the cabin was so much greater. Is it? The Grand Large has a max beam of 4.50 meters. So that´s exactly the same available space, yet they can squeeze out so much more room. The Dufour greeted me with a dancehall-like space upon arriving in her majestic main saloon. But despite the roomy feeling, it offered a lot more.

Floor plan of the saloon just seems to be classic – a large L-settee on the starboard site faced by a 2-person settee vis-à-vis. But let´s look at the details: The large dining table isn´t foldable. Why? There´s so much space available. A stool that could accommodate 2 people in front of the table. I don´t know if I would like the stool to have a back rest, since without it one could use it for both sitting at the table and just taking a seat “by the way” facing the other settee in a short pause. What really sets the Dufour Grand Large 460 apart from all the other boats I´ve seen so far is the galley. It´s just awesome.

The galley is divided from the “living room” and divided in itself. To the port side all of the main working stuff is situated: Sink, Stove with oven, Worktop and lots of stowage as well as cupboards mounted at eye-level for best reach. By the way: That reminded me of the Elan S4´s cupboards and showed yet how to make it a lot better. The cupboards are perfectly blending in the overall design concept of the boat just neatly. Right in the corner of the galley a large fridge is mounted. But that´s not enough …

… because right on the other side of the galley, starboard, there´s another part of it, featuring no less than two more fridges for beverages, another large worktop and stowage as well. This secondary galley is again separated from the “living area” by a stand, I suppose this is where a retractable TFT could be mounted (which was not in the boat I visited). Okay, that´s a lot of galley stuff here, and one could argue that a retractable TFT as well as all the integrated LED-lighting is a lot of bells and whistles. Well – it is indeed. But you know what? That was the first boat that was living up to its promise of travelling “in style”. Lots of it. Lots of it I was seeking to no avail in the Beneteau.

But the Grand Large appears to be a real sailing ship too. Dufour yachts have the reputation of not just being nice for the mooring party at the Saint Tropez jetty but of being quite capable sailing boats. An indication is the first real practical solution for the navigator: The chart table and navigation station has been done with care. Again, the chart table didn´t had the size I would wish it has, but it is adjustable to heeling, which can be a great plus offshore. Main switch panel and VHF are – of course – within reach. Best thing: If the sailor has no need for the navigation station, it can be moved away completely. The table can be moved aft as it rests on kind of rails, as well as the small navigator´s stool, that will go forward. This way, the settee becomes even longer.

All cabins of the Grand Large 460 offer more than enough space as well as stowage – both cupboards, shelves and cabinets. The bathrooms (and I´d like to call it bathroom, not head) are again huge and seem to be made with great care for craftsmanship and choice of material. The berths, or let´s name it: Beds, are long and wide enough even for tall people, I particularly liked the owner´s cabin of the Dufour. Everything is covered with wooden panels, there are shelves all around for the small stuff, cupboards and cabinets overhead and to both sides of the entry door. A mirror at the collision bulkhead creates visual space. Bravo!

I´d like to see that boat move under sails. Maybe that´s something I am going to do next season, as this boat is really an interesting one. Concerning maneuverability, Dufour seems to be putting forward a new technique called Jet Thruster which basically works by pumping water through a throttle to create thrust for maneuvering. Smaller system, no water intake (and all that stuff floating with it) like with the old thruster systems and a steady stream of water to create constant thrust. Interesting.

All in all, the Grand Large 460 was a very interesting boat and one of the most beautiful in terms of design. I personally would let away all those bling bling LED and other “luxurious” parts but floor plan and the outcome of designing that boat and making the most of the available space is just awesome. Designers have made a marvelous job in designing this sailing yacht, indeed.

More Boats and Interior Designs in the upcoming article

That´s it for now as a single text would be too much for you to read through. Within the next week, Part 2 of my Interboot impressions will feature Jeannaeu, Hallberg-Rassy, Dragonfly and Schöchl Sunbeam. As well as a small boat made by a virtually unknown yard.

Klick here for Part 2.

Interested in sailboat interior design? Here´s a visit on the Hallberg-Rassy 412 and 43 .

Another dream yacht – the Pogo 12.50 : Fast as hell and quite something different.

Design and seaworthiness? Read more about this one here .

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Sailboat Design Evolution

• By Dan Spurr
• Updated: June 10, 2020

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

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

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

Design Dilemmas

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

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

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

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

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

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

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

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

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

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

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

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

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

Rigging Redux

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

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

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

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

Construction Codas

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

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

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

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

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

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

Fit-and-Finish

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

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

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

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

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

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

Other Design Observations

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

• Multihulls have gained acceptance, though many ­production models are aimed more at the charter trade than private ownership for solitary cruising. You’d have to have been into boats back in the ’60s and ’70s to remember how skeptical and alarmist the sailing establishment was of two- and three-hull boats: “They’ll capsize and then you’ll drown.” That myth has been roundly debunked. Back then, the only fiberglass-­production multihulls were from Europe, many from Prout, which exported a few to the US. There are still plenty of European builders, particularly from France, but South Africa is now a major player in the catamaran market.
• The French builders now own the world market, which of course includes the US. Other than Catalina, few US ­builders are making a similar impact. In terms of volume, Groupe Beneteau is the largest builder in the world, and they’ve expanded way beyond sailboats into powerboats, runabouts and trawlers.
• Prices seem to have outpaced inflation, perhaps because, like with automobiles, where everyone wants air conditioning, electric windows and automatic transmissions, today’s boats incorporate as standard equipment items that used to be optional. Think hot- and cold-pressure water, pedestal-wheel steering, and full suites of sailing instruments and autopilots.
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Another Fantastic Interior Remodel on an Old Sailboat

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First Sailing Uma, now this Danish guy. Maybe it's just me, but I find white on a sailboat interior, to just work wonders for the livability, sense of airiness and space. It's brighter, more modern. And just look at the details. For a budget operation, this guy did a fantastic job. I think if the 31 foot boat I looked at last week had an interior like this, I would have had an entirely different view on its livability!  

For a bit there I was thinking 30ft would be too small for me. Now I'm not so sure. I would definitely like to be in his shoes in this video!  

I agree on the brightness, but I’m overwhelmed by a no-frills feeling. It reminds me of research vessels, so I guess institutional is another associated word. The wood trim offsets that some, but I prefer the reverse...mostly wood with some white to break it up.  

SuperC said: I agree on the brightness, but I'm overwhelmed by a no-frills feeling. It reminds me of research vessels, so I guess institutional is another associated word. The wood trim offsets that some, but I prefer the reverse...mostly wood with some white to break it up. Click to expand...

Matter of taste.. Wood interiors are vestiges from when boats were not being made with fiberglass. Wood is a sensible material for trim regardless of what the joinery panels are made from. It can be contrast wood color/grain or painted as the (plywd) panels are. Wood finish is more forgiving to wear.... though probably more difficult to make a cosmetic repair. Plastic laminate is quite durable and it comes in solids and wood grain. Heck bulkheads are plywood and the face is a "veneer" usually... wood or laminate or a painted. They say wood is cozier.... like a paneled den or something, Few boats will have ALL wood interiors... usually some contrast on the head liner. Many like the interior to be darker to escape and contrast from the brightness of being in the cockpit.  

SanderO said: Many like the interior to be darker to escape and contrast from the brightness of being in the cockpit. Click to expand...

No boat here. Just beginning to learn to sail on dinghies w no interior at all. I’ve been doing all the online shopping for our dream, though, so my perspective isn’t real-world. I guess I should add that I really like the look of the newer cats w lots of white interior because they feel more like an apartment on land than does a monohull, although they are well out of our price range. And mono with a deck saloon seems like it would be bright and roomy no matter the finishes. Ultimately, yes, it is absolutely taste specific. And the advice I keep seeing is get on the boats to see what kind of layout you like. COVID just makes that hard :-(  

SuperC said: No boat here. Just beginning to learn to sail on dinghies w no interior at all. I've been doing all the online shopping for our dream, though, so my perspective isn't real-world. I guess I should add that I really like the look of the newer cats w lots of white interior because they feel more like an apartment on land than does a monohull, although they are well out of our price range. And mono with a deck saloon seems like it would be bright and roomy no matter the finishes. Ultimately, yes, it is absolutely taste specific. And the advice I keep seeing is get on the boats to see what kind of layout you like. COVID just makes that hard :-( Click to expand...

White with varnished wood trim is the Herreshoff style (named after Herreshoff who designed his interiors this way). It was popular even in the wooden boat days. It is only a matter of preference. Personally, I prefer this style, but can also appreciate fine varnished interiors. Mark  

Yeah it's surprising how a little white, especially on the roof, can brighten things up and make the space feel larger. Also that's a nice layout BTW. I like the aft forward facing heads a lot. And the open aft quarter birth looks a lot nicer and more usable when its open like that, unlike so many others that are dark little enclosed 'caves'. Nice boat!  

Attachments

SanderO said: My interior is all teak.. but the headline is white gel coat GRP... easy to maintain... What I am not crazy about is the carpet bits above the cabinets applied to the inside of the top sided. I can't think of a good alternative material... except maybe white plastic laminate... or maybe a light quilted/padded fabric. View attachment 137121 Click to expand...

I think a white ceiling might just be added to my official boat criteria ;-) This is starting to look mandatory!  

Automobile headliner material might do the trick. Easy to work with  

this??? LUVFABRICS Champion Diamond Quilted Faux Leather Vinyl Foam Backed- Automotive, Headliner, Furniture Upholstery, DIY Projects, Headboards, Home Decor & More! 54" Wide (White)  

Back in the heyday of boatbuilding, there were different priorities to designing. Racing was far more popular than it is now, and the creature comforts were pretty great for the time. But we've changed how we use our boats now, the uses are far more individual tastes. It's a tough one for builders. Not many people buy new boats, the easiest avenue for builders is to design for the charter market I imagine. There may be a time when scarcity of boats leads to renovations akin to old houses. I think that has already begun, but it may accelerate in the near future. It's hard for many to come up with $50,000 for a boat in fine order. So the option is to spend $20,000 on a fixer upper and perhaps put $10,000 a year towards it to get it where you like it. In the end, you'll spend a lot more than that $50,000 for the boat in good spec, but that wasn't an option, so you spread out the costs over the years, not unlike any big purchase that would be financed - sort of a mortgage to oneself.  

Ninefingers said: Back in the heyday of boatbuilding, there were different priorities to designing. Racing was far more popular than it is now, and the creature comforts were pretty great for the time. But we've changed how we use our boats now, the uses are far more individual tastes. It's a tough one for builders. Not many people buy new boats, the easiest avenue for builders is to design for the charter market I imagine. There may be a time when scarcity of boats leads to renovations akin to old houses. I think that has already begun, but it may accelerate in the near future. It's hard for many to come up with $50,000 for a boat in fine order. So the option is to spend $20,000 on a fixer upper and perhaps put $10,000 a year towards it to get it where you like it. In the end, you'll spend a lot more than that $50,000 for the boat in good spec, but that wasn't an option, so you spread out the costs over the years, not unlike any big purchase that would be financed - sort of a mortgage to oneself. Click to expand...

Weekend use, and a weeks use is different than longterm The post about 10 people eating is spot on Nobody would keep that ongoing for long You become creative with storage  

Pretty much everything you want to do with a boat, I have done or am about to do. On my old CS27, I added a connecting insert between the two setees. It made the entire center of the cabin into a queen sized bed. Roll off one side for the washroom, and the other side for the fridge/kitchen. I did this in this the 4th year of ownership, and it very significantly changed the boat. It became a lounge area during the day with throw cushions for me and my dog. I never slept in the v-birth again. Often I would leave the insert in place for days at a time, and then chuck it in the v-birth when I took guests out. I had it proffesionaly upholstered for a whopping $200 bucks. Just some 3/4" ply and foam. On my new boat I will be trying to move the head to the aft quarter - we shall see if I have the room, (Tartan 34). I get it in a couple weeks, (I have not seen it in person). I don't have a picture of the insert, but here is the salon. A back cushion filled the left cavity and the new insert (about 2' x 5') filled the middle. FYI floor is laminate instead of the old wood. I also moved the sink and added a bench to the cockpit. I am a carpenter, so it was more or less professionally done by me. The previous owner spent about $25,000 plus around 1000 hours of his own time. It is a legendary CS27 with it's own 200 page website, (which is down now, working with the old owner to get it back it up maybe). I spent about $15,000 on it. I sold it for $10,000 US a month ago, (same as I paid for it). Ravat is her name. EDIT: I stand corrected, the blog is back up: The CS27 Ravat Chronicles . The dates are off by 7 years due to reposting I guess.  

Can you share the name of those boats ?!  

The first is an old Northshore 27 that had an extensive refit by Jerry Hendrey of Careening Cove Boat Brokerage & Slipway in Sydney. He then called it an Ultimate 270. The second image is just something I found online some time ago. No idea what the boat is. The third image is an Alerion Express 28. The circular bulkhead with sliding doors is a Dragonfly 25 trimaran. The modern interior is a B60.  

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43 of the best bluewater sailboat designs of all time

• January 5, 2022

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

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

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

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

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

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

Best bluewater sailboats of 2022

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

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

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

Allures 51.9 price: €766,000

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

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

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

Ovni 370 price: €282,080

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

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

Windelo 50 price: €795,000

Best bluewater sailboat of 2022 – Outremer 55

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

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

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

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

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

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

Outremer 55 price: €1.35m

Best bluewater sailboats for comfort

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

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

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

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

Photo: Sander van der Borch

Contest 50CS

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

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

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

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

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

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

Photo: Rick Tomlinson

Hallberg-Rassy 48 Mk II

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

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

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

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

Discovery 55

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

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

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

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

Photo: Latitudes Picture Library

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

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

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

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

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

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

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

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

Privilege Serie 5

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

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

Gunfleet 43

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

Photo: David Harding

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

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

Read our full review of the Kraken 50 .

Wauquiez Centurion 57

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

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

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

Photo: Voyage of Swell

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

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

Photo: Peter Szamer

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

Tartan 3700

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

Broker ’ s choice

Discovery 55 Brizo

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

Oyster 575 Ayesha

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

Oyster 575 Pearls of Nautilus

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

Best bluewater yachts for performance

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

Photo: Carlo Borlenghi

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

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

Photo: Graham Snook

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

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

Outremer 51

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

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

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

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

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

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

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

Sweden Yachts 45

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

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

Photo: Julien Girardot / EYOTY

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

Photo: Andreas Lindlahr

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

Seawind 1600

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

Best bluewater sailboats for families

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

Photo: Nicholas Claris

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

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

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

Photo: Gilles Martin-Raget

Fountaine Pajot Helia 44

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

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

Photo: Arnaud De Buyzer / graphikup.com

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

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

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

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

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

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

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

Photo: Bertel Kolthof

Jeanneau 54

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

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

Nautitech Open 46

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

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

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

Photo: Olivier Blanchet

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

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

Beneteau Oceanis 46.1

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

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

Beneteau Oceanis 473

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

Jeanneau Sun Odyssey 49

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

Nautitech 441

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

Atlantic 42

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

Best bluewater sailing yachts for expeditions

Bestevaer 56.

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

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

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

Photo: Jean-Marie Liot

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

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

Photo: Morris Adant / Garcia Yachts

Garcia Exploration 45

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

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

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

Photo: svnaima.com

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

Futuna Exploration 54

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

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

If you enjoyed this….

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Best book on building modern sailboat interiors?

Discussion in ' Boatbuilding ' started by Jay and Ebben , Jan 28, 2012 .

Jay and Ebben BilgeRat

Hi All, I am considering reconfiguring an interior on a center cockpit 42' steel ketch I recently purchased. It was built in '82 and has some dated ideas. I purchased the vessel as a restoration project (it is currently in rough shape) and at this time I am working at laying out my long term plans. Does anyone have any thoughts on a few books that they hold in high regards on interior joinery? I am looking at something similar to the Little Harbor style below. I can handle the woodwork fine but as far as the initial planning goes I would like a strong jump start in the right direction. Thanks! Jay  

Attached Files:

Eggharbor60.jpg, maverick3.jpg.

CatBuilder Previous Member

Jay, I've been down this path on past restorations. I can't suggest a book, but I can suggest some basics: 1) You will not be able to lighten up a heavily teaked interior. Teak is dark and once you seal it up with anything, it gets dark again. 2) Modern boats don't have a lot of real wood. They often just have a smooth veneer. 3) Those "Hereshoff" style wooden trim pieces up on the headliner make it look old. 4) New seat cushions will go a long way. 5) Big festoon bulb 12V fixtures look very dated and take up a lot of power. LEDs. 6) Get rid of that little wooden legged "coffee table" and put in a modern glass one. 7) To get good ideas for interior design concepts, don't look at boats! They all do a lousy job at it. Look at home design concept books.  

Ike Senior Member

Just some suggestions: Classic Yacht Interiors by Jill Bobrow and Dana Jinkins (Oct 17, 1993) Yacht Interiors (Design Book) by Anja Llorella (Aug 11, 2005) Yacht Style: Design and Decor Ideas for Your Boat by Daniel Spurr (Apr 1, 1997)  

michael pierzga Senior Member

Very little joinery work on modern interiors. Very few square corners. Very much vacuum bag veneer work. Best to make a boat show tour with your camera for ideas. Interiors are complex....ergonomics. Form and function. Outside help from a Pro is worthwhile for styling and buildability. This Pro may be a residential designer and know nothing of boats . Standardized components...molded radiuss, drawers, locker doors, shower stalls ...all the same helps during build. Interior components are mocked up on board the yacht with door skin ply, hot glue and a staple gun. This mock up is disassembled then brought to the workshop and built. Only use teak veneer and semigloss finishes on the interior. Teak ages well.  

TeddyDiver Gollywobbler

Jay and Ebben said: ↑ but as far as the initial planning goes I would like a strong jump start in the right direction. Click to expand...

The ideas you have all posted are appreciated. I am looking up the books right now. Has anyone read "Interior Design Methods for Yacht Design and the Boat Building Industry"? it is quite expensive and not available used. I am not wealthy and every penny I have budgeted for this project is essential.... I hate to buy a book by its cover, but it looks good! Worthwhile? Correction - the interior photo I posted was a Little Harbor, not otherwise. I do like the classy and refined interiors they strive to build. My hull is a traditional shape and I want to be in pace with that, but take advantage of modern curves, materials etc. The boat has no refrigeration in it (as original) and little lighting. I am going to keep it as simple as possible with minimal electrics but I want to be smart about it. I want to end up with a simple and modern boat that holds classic appeal and is extraordinarily elegant. In addition, I need to do this by resorting more on my skills as a craftsman than on buying the best of everything. At this time the boat has much mold in it and a bit of rot. The worst of the molds have been removed... colors and textures I cannot begin to describe! As I remove the unsalvageable interior this summer I would love to have an idea of how I will be going about making the main salon more comfortable. I will post photos when the cover comes off in the spring. Right now there is 4" of snow and no light below for picture taking. This past fall I was just happy to get the boat here in one piece and have it drained before freezing! For those of you who have not seen it... my son Ebben made the following movie of its arrival. All ideas and thoughts are welcome - especially at this time of planning. Thank you for your input. http://www.youtube.com/watch?v=z19BbGOuaPQ  

The interior is designed to compliment the way you use your boat. How will you use the boat ?  

Tim B Senior Member

Michael is right, though I'd go further... Start with the function, then worry about the form. For instance. If you are going to be sailing long ocean passages, you will benefit from a relatively small galley with plenty of places to brace yourself against. If you are only going to sail short distances, and intend to do all your cooking at anchor or mooring, then you can afford a larger galley, with less concern about it's effectiveness at sea. The same thinking applies with the saloon, berths, heads and everything else. Do you need to use them at sea? Do they need serve a double purpose? Do double berths need to split down to singles for passages? etc. For electrics, you need to decide on the required usage as well. Do you want a TV in each room, 240V in each room? What you do need is light, so don't skimp, as this will change the whole atmosphere in the boat. You also need to consider whether you need A/C ducts (which could just pump cold, moist air out of the boat, or be connected to a dehumidifier or full A/C unit), and, similarly, what heating you require (if any). You should also consider cable-runs, pipe-runs, rigging points, controls run under-deck, and anything else that might "get in the way" of the interior you want. Plenty to think about here, and it will take many attempts drawing it out to scale to get it right. If you can, measure the interior space and re-produce it in 3D CAD; that way you can try a large number of different options, and you *should* be able to cut parts direct from the CAD definition. (I have just done this with the structure for a model boat, and it works VERY well.) Hope this helps, Tim B.  

On modern boat the interior is very complex...so many House Service details to accommodate.  

Is the original poster talking about systems design, ergonomics, or design as in "interior design?" This thread seems to be addressing all of them at one time with all of us posters going in different directions. They are 3 very different things that all need to come together. I always start with systems, then go through ergonomics, then finally, go a step further than most interior "designers" do on yachts - I incorporate true interior design and aesthetics. My wife actually demands this. She has asked, from day one, while we lived in a loft in Manhattan, "why does a boat always look like a little boy's room inside?" She's right. Nearly all are terribly designed from a styling point of view. Very few are pleasing to the eye. Mostly, they are dark blue, have little light, lots of teak and are quite similar to living in a cave. Some megayachts and superyachts, or course, excepted. PS: Better than using a computer to model an interior layout, IMO, is using a scaled drawing of the hull. Just have that drawing from above and from the side. The drawing can come from a CAD system. Then, you can use cardboard or some other kind of stiff cut outs to place things right on the drawing where you think they might fit. Much faster as you can make a change in less than a second. Make the cut outs to scale. Represent berths, settees, tables, staircases, galley equipment, etc...  

I am speaking about the whole enchilada. It is the time to think about as many aspects as I can since this boat is somewhat of a blank slate of possibility. Once again, thank you, you are all right on the mark. Here is a bit of my story - I am sharing it because each time I seem to post something on these forums ideas come back to me which I had no idea were applicable. The brainstorming aspect is a very powerful tool here which I value very much. I was a wooden boatbuilder turned live-aboard after I got tired of waving goodbye to my work from the dock. I always wanted to see the other side of all of those customers leaving in apparent euphoria. I lived on my 38' wooden ketch ( see profile photo above) for 4 years between Maine and South America. They were wonderful years. Rarely in a marina... almost always on the hook. Now... so many years later... I have seen most of my best friends pass on from this world without their biggest dreams coming to fruition, or even having given them an effort to make happen. The writing is very clear to me - Now is the time to create a wonderful boat.... to sail long distance... ideally around the world.. perhaps only to the edge for a good look over the side. I have 9 years to rebuild it (as I continue a healthy and wonderful relationship with my wife and kids) and when my kids are old enough to embark on their own I hope they might join me. My wife sailed with me for the previous voyaging and supports me doing this but she will not be on the boat too much. Refit parameters; Keep my homestead healthy for my wife and kids to enjoy and feel secure in. Be responsible financially. Don't be self indulgent. This project has to return most of the money in the end that I put into it. I bought an excellent dutch hull for the price of scrap. When I sell it one day it will be worth a lot more than I have into it. Fit it out for sailing very long offshore passages solo and also with small crews. Have the ability to have my family (four of us) and a couple friends here and there for extended cruising. Keep the boat simple for ease of operation and also for a lower cost basis in the rebuild and overall maintenance. Fit the boat for expected updates when a new owner signs on. This should make it more appealing at time of sale. I simply do not have the resources for expensive electronics and such. The boat has fantastic custom stainless hardware to start and I have the resources to fabricate more as needed. I am interested in soliciting thoughts about practicality.... what people really like on their boats and what was over rated. And what people value most when the day comes to resell it. If I am able to put this all together I am sure I will be better off in the long run. I don't have much interest in reading of those who feel an urge to tell me how I don't have enough cash to make this happen. I do have the time, will, and tools to make up the difference. What I need most right now are some powerful suggestions! Thank you for your continued input. Sail on! Below are a couple photos of my work. Steel, wood, paper... simple. Taken from some older styles, but still original.  

Tea table.jpg

Tilt top fire screen.jpg.

A couple of photos - about 13 years ago. Before she stated the decline into disrepair. A wonderful hull. I will be building new spars - as crazy as is sounds. I really like the bright work. I have room for it in my life... you almost never see it now unless you are at the museum dock! My guess is that it may not be good for resale... but on this one I am likely going against all reason. Ha! Jay  

maverick1.jpg

Kompier.jpg.

PAR Yacht Designer/Builder

When designing an accommodations arrangement, many particulars need to be considered, aside the engineering and technical assembly details. This can be a daunting task for the novice designer. The best and most useful method, to which a well fitting and serviceable interior can be established, is a mockup. The mockup can be cardboard, door skin material or other light, cheap, easily cut stuff. This will help you arrange the accommodations, find flaws and not spend a lot of money or effort re-arranging and altering as required. General ergonomic dimensions are available in a number of sources. It would be wise to stick to these generalities initially. With the accommodation plan mocked up, you can establish building details based on one of several methods or a combination of them. Stick built is easy, if you're a reasonably skilled wood worker, foam sandwich if you'd like lightness and have 'glassing experience, taped seam is an option as well as other avenues of construction detail pursuit. My point is, the layout is more important, then the building details. A well built, but uncomfortable or not well suited accommodations arrangement, may be good looking, but unusable. On the other hand, a cobbled together, but well fitting accommodations plan, will see better service underway, even if it needs duct tape to repair it from time to time.  

I agree with PAR and in this case, especially, you will need something ergonomically correct above all else... *hand holds? *how high is a counter? *what keeps your drink or dinner in place? *how is a galley used in practice? *what is the right seat height? *what angle should the back supporting portion of a settee slope at? These are what will make your boat useable for real service like you plan. I've been suggesting a lot of books on here today, but here is another I have made a lot of use of: Boat Data Book - Ian Nicolson http://www.amazon.com/Boat-Data-Book-Ian-Nicolson/dp/1574090445 Inside you'll find exact dimensions for everything inside a boat - down to making holders for the cups and dinner plates. Very useful book in general.  

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Forums are a newly found resource of unfathomable depth. I have asked a few questions here not knowing exactly why I was asking and look at the thought provoking responses. I just find this outstanding. This morning I was not able to pull much up on the internet of interest to read... and now I have a handful of books on order that are backed up by valid testimonials. And to think... a book named 'Boat details' available for $4.00 - ha! my library has grown in new directions and I have so many wonderful thoughts to ponder tonight whilst so many others are merely sleeping. Good night (and happy problem solving....) and thank you for a day of inspiration. Sail on! Jay  

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• 8 Tips For a Great Cruising Boat Interior Arrangement

What design criteria go into making a good cruising boat interior?

This is an area where I feel that I’m well qualified since, so far, I have spent approximately 30% of my 70 years living afloat and most of that while actually going places. So here are my thoughts:

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Oh! dear, I feel guilty already. It is time for the ocean long term voyaging sailors to have their say, not us engineers. I can’t claim to be a voyaging sailor. The longest I have spent at sea in my own 26′ boat is 3 days covering 188 nm. Hardly a qualification. And large military and commercial vessels, don’t count so I can’t lay down that experience. But I do class myself as a mariner.

Suffice to say I agree with John and Archimedes. One of the first things I want to know is displacement, but the engineer in me says I’d also like to suggest manufacturers quote that and gt too, as opposed to nt which is more to do with cargo space.

Gross tonnage or gt being a unitless index related to a ship’s overall internal volume. That together with displacement would help me compare boats for space, far more than length or length on the waterline – which for me has more to do with attainable displacement speed and stability when taken together with beam and other stability factors.

When attempting to compare like for like about what you can fit in a boat do we want to know displacement and gt too?

Unless I’m missing something, the tonnage measurement system used in Class vessels and for registration (Gross, Net, Thames, etc) does not really apply to this discussion. What matters and what I use to judge boat size is simply displacement, which as you and Archimedes, know better than I, is equal to the weight of the vessel.

Of course, having said that, when comparing two boats its important to have them in the same state: light-ship, fully loaded with tanks pressed, or someplace in between (half-load).

It is why I posed it as a question as I am not sure either. All I know is when skippering Jet Boats of say 60ft, is that gt could be different between two vessels of the same size and gt was what we had to go by, not displacement. As I understand gt from Wiki it is calculated based on “the moulded volume of all enclosed spaces of the ship” and is used to determine things such as a ship’s manning regulations, safety rules, registration fees, and port dues, whereas the older gross register tonnage is a measure of the volume of certain enclosed spaces.

I guess what I’m saying is we could have two boats of the same length but different displacements with the heavier one potentially having less internal volume subject to the density of materials used – yet without digging deeper it does not tell me for example how it is distributed or what weight of glass it is built with for instance. I’m just wondering what other factors we need to know to ascertain useful spare internal volume for ‘stuff’ based on a light ship.

I guess we would need to measure if you like the volume of air in the vessel and also to know where the largest volumes are placed in relation to denser materials, which could inform next to a set of stability curves.

My point being you could go on two different boats of the same displacement, length and beam but with differing internal volumes for ‘stuff’? It’s been a long day, maybe it is I who is confusing matters….

No, you are not confused. For example, a steel boat will have less usable internal volume than a glass boat of the same displacement, in fact a lot less, both due to the heavier weight of the skin and the space taken up by the framing (true of aluminium too).

However, let’s not over complicate this or go too far down the road of the comparitive displacement discussion, which we have already covered in the post I linked too. If you have more to add, please do it there. Thanks.

No both Johns are not confused… In case of aluminium and steel do not forget that the boat will be (should be) insulated… On a Boréal insulation is 8 cm thick… We do not loose 8 cm as the insulation is partly placed in between the structure, but we do loose space.

Thanks. Just like say a Sadler 34 with a double skin. Less internal volume, more flotation and ‘unsinkable’. Now add in insualtion (cold in Scotland) and the boat has shrunk for stuff 🙁

Homage to a dedicated shower “room” Dear John, This is probably way too long and subjective for most to go through, but I wrote it a while back and find it relevant for this topic. And I have been having fun, over time, thinking of the less obvious design decisions that allow a good offshore boat to also be a superb home rather than just a fast safe platform for adventures. It is especially where those 2 goals intersect that interest me. When we bought Alchemy (another 40 footer), one design decision that I noticed, but little thought of, was the inclusion of an enclosed shower room. Gradually, its many attributes, on passage and at anchor, have been revealed so that, at this point, I consider a dedicated shower to be almost on a par with the importance of indoor plumbing. Bear with me: A separate dedicated shower Dimensions: (approx) 1. Think telephone booth with an added bench on the side 2. 85cm x 56cm (standing 50 x 50) with a bench (essential) for sitting tucked under the side decks a. The size is just big enough for washing without gymnastics, but small enough for safety showering at sea b. I am a bit larger than average I suspect 3. Sump is the standing area, 50x50cm and is a 24cm deep fibreglass tub with a drain 4. The entrance is slightly bevelled from square a. Entrance is mostly athwartships so stuff (including people) does not fall out when heeled Location 1. Bottom of companionway steps a. All wet gear has an easy, out of the way, water contained, place to go b. Helps keep all wet gear from going further into the boat c. Makes stored gear readily available 2. Head and shower are part of same area. Attributes on passage 1. String lines with loops in the shower a. All wet gear goes in there, hung on hangers and ready to go and drying as well as possible 2. Gear can be gotten quickly out of the cockpit or off deck by being tossed/put in the shower easily and be contained (read not underfoot) 3. Heavy weather use a. When anticipating a heavy weather situation, gear (parachute anchor, drogue etc, long rodes, chain) can be accessed and stowed in the shower, ready at hand and contained, but out of the way for when conditions dictate their use. i. From the shower they can be assembled, and made ready for deployment, yet safe and out of the way. 4. On a more prosaic side, it is hard to over-estimate how good a hot shower can feel on passage: how beneficial to sleep, to being relaxed, feeling human, feeling in control etc. a. The bench, small area, and athwartships entrance combine to allow me to safely shower even bashing to wind in moderate conditions. b. This may be personal, but, like a cup of tea, taking time for a shower just changes one’s perspective in a good way. Attributes at anchor (especially in cool/cold weather) 1. It is always nice to shower a. We have an extra long hose and run the shower out the portlight when swimming. Then we soap and rinse in the sea and spritz off with the shower. b. The last year or more we have been in colder climes where swimming is not our recreational activity and showering where the whole head does not get a soaking (and the work that entails) is a joy. In marinas 1. We do all our showering aboard. a. We do not have to walk, sometimes long distances in dodgy weather, to shower in locations where cleanliness is often poorly monitored. b. Sometimes you have to pay extra for showers. Other attributes 1. With the high sides, the sump can be used as a tub for laundry which can be left soaking and sloshing (agitating) for periods of time without worry about spilling. a. This can be done under sail (maybe best done) Drawbacks 1. Must find a way in winter to heat water when you are not using the engine regularly a. Same/similar issue when at anchor for over a few days 2. Adds moisture to the interior of the boat in the winter when you least want it a. We squeegee the sides and wipe down. b. But we run a de-humidifier all winter now. 3. Takes up interior space a. Alchemy is 40 feet and altogether my head and shower seem no larger; just use space differently, than other boats our size and larger. 4. Promotes excessive water use. a. Like with all consumables, be aware of your vessel’s limits. b. In 10 years I have taken very short showers to conserve, but I have rarely not showered. c. We live aboard full time so we appreciate the ability to operate (within reason) as if we are in a land based home with all its resources. i. When possible we shy away from actions that promote us feeling like we are camping. ii. Throwing buckets of salt water on ourselves and swimming while on passage is fun, but not so much when cold out and your goal is to get clean and climb into bed. 5. Adds to overboard discharge of questionable stuff a. Short answer is people wash boats & cars etc and flush into the sea b. Longer answer is too long to enclose. My best to all and I congratulate you for persevering to the end. Dick Stevenson, s/v Alchemy

I could not agree more and with every single point you make. MC has a stall shower and we would not be without it, for all the reasons you state.

One more: There are places where some of us cruise where wandering into a dark and deserted corner of a marina, where the showers often are, is not smart behaviour, particularly for a woman.

I love the explanation and logic in Dick Stevenson’s thoughts on a dedicated shower. A luxury that should be a necessity on all boats. Too little thought on this key element in the design of vessels.

Hi John, 2 thoughts 1. obvious but often forgotten is to have the main saloon berths parallel to the centreline (many are not) and if you can take them out to 7′, better for us taller people. 2. Galley, rather than “U” shape, go for what is sometimes referred to as “G” shape, with a centreline return -only needs to be 18″ – is far safer and more comfortable than trying to rely on straps etc and easily fits within you 7′ allowance. Just make sure the stove is not within the enclosed footprint so you cannot fall against it. regards Alan

Two really good points, thank you.

Just to explain to others: if the berth is not parallel to the centerline of the boat, your head ends up either higher or lower than you feet when the boat heels, which is amazingly unpleasant and disruptive of sleep.

Two quick thoughts.

Berths: Length must be no less than 200 cm (6’6″). Any less than that will make bigger / taller crew (like me) VERY grumpy. Lord only knows what the marketing guys are thinking when they point to a cubbyhole the size of my desk and say “look, double bed!”.

Head: One comfortable, reliable head is far better than two cramped ones. We get by just fine in the summer with one shared between 6-8 people; one per cabin seems like a horrible waste of space.

Good point on the berth length. Actually, I’m 6′ 2″ and still prefer a berth to be 7′ long. Any shorter and it feels cramped to me. Not sure what I was thinking when I wrote the post! I will change it.

There is indeed much more to learn form a lot of people. And it is not an exact science. We look forward to read all comments.

On the new Boréal 52 & 55 we have enough space to have just behind the front cabin a real work space with a bench. We believe that a real work space or bench is somewhere where you have enough height to stand in front of, and enough place to move you arms… If it is not the case, you’ll beter work outside… And on the rear platform you have a big flat area where you can easily place a foldable workbench…

On the 44/47, there is no real possibility to make in the aft cabin an area/bench where you can really work… But indeed as you say most crew/owners do not need permanently three cabins… So we have made in the line of what you suggest a modular cabin. Either it is a cabin with either two bunks; either storage and one bunk, either just storage on two levels using the space in the best possible way… You remove the cushions and you have an ideal space to store boxes… As the aft cabins are the best place to sleep at sea : you have an extra crew for a long passage : you put back the cushion and you have an ideal sea berth… When you sell your boat second hand: the space is either storage room, either cabin… You do not loose the potentiel clients looking for something specific.

Hi Jean-François,

All very good points, thank you. I particularly like the modular cabin idea with several uses. And the preservation of resale value makes a lot of sense too.

Perhaps a small portable workbench with vice could be designed that locked into place in the modular cabin and also on deck, as you suggest, that could be used at a pinch below, but installed on deck when more elbow room is required?

Incidentally, I can’t quite stand in the work bench area in our boat, but have found that kneeling, while not ideal, is OK as long as I’m wearing knee pads.

“Perhaps a small portable workbench with vice could be designed that locked into place in the modular cabin and also on deck”

The would be an amazing and unique feature for the A-40, and is just the type of clever innovation that is evidence of a top-notch design.

Keep it coming!

I know Colin has a vice which fits in his winch… Seems and excellent idea to me. Jean-François

Hi Jean-François and C. Dan,

One other thought that did just strike be about the desirability of having even a tiny work area with a vice below is if you are taking something apart with a lot of small parts and you are as clumsy as I am, and you are on deck, something vital is going to end up going over the side.

John, while I have standing head room in my forepeak “workshop”, I can’t wear a hat and would block the lighting.

I have therefore decided (unsurprisingly, as I am a lifelong cyclist) that a simple bicycle seat on a short length of pipe (chromed if one prefers) would make the best workshop seating. Advantages include having two legs to brace oneself in the “riding” position, a small footprint, a seat and post that is easy to stow, and you can get most of the bits from a salvaged exercise bicycle…which seem ubiquitious.

I’ve posted a picture of my workshop design here:

http://alchemy2009.blogspot.ca/2013/02/make-and-mend-spares-diy-and.html

As for the rest of your post, I strongly concur with all of your points, particularly the safety aspect of a narrower hull form.

Marc, its some time after your post, and some images on your site are no more available. Unfortunately exactly the image of your workbench is missing – would it be possible to re-enable your photobucket account?

Certainly, thanks to the machinations of Photobucket.com. I am gradually reloading these photos from my own hard drive as people request it (as you can imagine, it’s a lot of work), so I will prioritize this. A lot of bloggers have been inconvenienced by this and other image-hosting websites. Thank you for your interest.

Thank you for making the images available again. Now I’m wondering how you’re accessing the forepeak as you have the settee leaning at the bulwark?

These are all excellent and comprehensive ideas about what an oceangoing vessel should be. As you say, very few sailboats have been designed that way.

I have an older 38′ steel boat and the interior was custom design by the owner. It is mostly as you describe it, but with a few things shorter (3′ lazarette, 5′ U-shaped galley, smaller chain locker) but the rest at 7′. It is a narrow boat, and I feel it has as much usable living space than many fatter boats, it just does not look like it at first.

Unfortunately, the single bathroom, although roomy, secure, and efficient does not have a shower. I would love to add such luxury but wonder about all the water (read humidity) generated by this in a boat interior ? We are talking all varnished teak, even the roof. Do you think retrofitting would be wise, or even possible ?

As for a workshop, I have a piece of 3/4″ plywood on which I install a vise that I can either attach onto the chart table (which is large and has a settee) or in the cockpit. Not the best, but better than nothing. I also use one of the wood fenders (2″x8″x72″) when I need to do any heavy banging!

Hi Jacques,

After giving it some thought, I don’t think that adding a shower will make much relative difference to the humidity in the boat over a 24 hour period. My guess is that the amount of water vapor added by a short shower (we use less that 1/2 gallon total for a shower) would pale into insignificance when compared to the amount of water two people add to the atmosphere over a 24 hour period just by breathing, never mind the amount added by cooking, which is made worse if you use propane since water vapour is a byproduct of burning that gas.

So, I would say, if you can fit one in, go for it.

Incidentally, we have some thoughts on keeping a boat dry here , but the short version is Dorades and lots of them, big too.

Although my boat is rather smallish (47 ft) for what it contains, I have two heads, 4 single bunks, one double bunk (just abeam the mast post), deep galley, chart room, engine room with work space and storage, interior watch station. What I don’t have have is a standup saloon. What, you say, how can that be? This is the most cavernous spot on the boat so you sit down at the table to eat or converse; you don’t walk around and risk being thrown from one end to the other. There is plenty of storage. In fact there are several places that are so deep I can stand and not be seen. (Good for hiding from pirates.) Although we have only 50 mm of solid insulation virtually no space is taken up with framing due to the Strongall method of construction with thick aluminum plate. I am sure this boat would not be for everyone but as for offshore safety I don’t think you will find one with less empty space. The downside is that there are many different levels. One can get a good workout just moving quickly fore and aft throughout the day. I have not met Peter Smith but he could not be a tall man. Fortunately at 5’8″ I am not either. But yes, I do wish, I could have purchased a Boreal at the time but that window of opportunity is gone now.

John, Matt and everyone, I agree that 2 heads is an extravagant design feature for the boats the size we are talking about but there is (at least) one fine reason to have two heads on a vessel. When you are in waters that are crystal clear and a lot of swimming/snorkeling is being done a holding tank is quite neighborly. Our holding tank is modest in size and, used for all deposits, lasts for only a few days, and that is for just 2 people. Those boats with 2 heads can use one head to pump overboard liquid waste and use the other head with a holding tank for the more solid deposits probably tripling their time at anchor till the HT is full. Best to all, Dick Stevenson, s/v Alchemy

Dick, that’s an interesting point about holding tanks vs. pumping overboard. It wouldn’t have even occurred to me, as the whole Great Lakes system and all Ontario inland lakes are 100% no-discharge zones. I wonder if you can get something like a Separett solid/liquid separator for a marine head….

Dick, we have done exactly the same with our vessel. While overseas, when we knew that the other cruisers were shitting in the water, I couldn’t bring myself to do the same. But the holding tank lasted much longer when we used the forward head for #1 pumped over, and the aft for #2 into holding. Not proud to to say it outloud… But it is how we operated in certain places. Many of the French boats didn’t even have holding tanks. It also helped out when valves on one of our Jabsco’s went south. We still had another head to use until I could get replacement parts.Maybe it’s not a good enough reason to tailor your small voyaging boat around but it worked for us at the time. And don’t tell anyone I said so…

Jacques, We shower daily on a 40 ft boat. I agree w/ John that it is not a big deal in the scheme of things. We help the humidity level by squeegeeing down the shower sides and then wiping what is still wet with a small towel and hanging that outside. A side benefit of this practice is that the shower will need cleaning far less often and the soap scum is gone. Dick Stevenson, s/v Alchemy

I think that these are very good tips to start with.

The only thing that I would add is that the design must work at many different angles of heel and while rolling. I had always accepted that interiors became somewhat unpleasant once you got offshore and that doing anything down below would be a struggle. When I sailed aboard my uncle’s boat (not an offshore boat actually but an S&S designed racer similar to a NY32) I suddenly realized that the interior and actually most of the boat was just as easy to move around in when heeling and rolling as when sitting on the hook. It is hard for me to point to specific things but somehow the entire layout just worked. The placement of handholds still worked when heeled, there are special blocks to stand on at different angles of heel, you could still use the sinks and stove, etc. One of the most noticeable things to me was that I still had headroom when the boat heeled over which is not true on a lot of boats where you suddenly need to stand under the side deck. I haven’t sailed aboard his boat in a few years but I will try to pay attention more next time I am aboard and see if I can figure out why it felt so much better than other boats. In this day and age, I suspect that it largely consists of the designing rotating the boat on their screen with a human model in there to see how everything works.

So true, and yet, as you say, it is hard to define exactly what it is that makes one boat just work at sea and another not. I suspect that one common denominator of those boats that do work well at sea is a designer that has spent a lot of time out there him, or her, self.

I suspect that the reason your uncle’s boat worked so well in this regard is that Rod Stevens had a lot of influence on the interior arrangement.

When reading about the first gen of post-war cruisers, like those of the Hiscocks and the Smeatons, one is struck by the quite different layouts prevalent at the time: the vast stowage and tiny “living space”, the heads where the V-berths would go, galley gear on the centerline (meaning frequently offset companionways) and little in the way of aft cabins, these being vast and partitioned lazarettes.

Part of that was due to the long overhangs, of course, but much of it was due to deferring to what worked at sea rather than what served either a sort of lubberly prissiness or an attempt to replicate shore-based accommodations.

I’m not saying I want the layout of Wanderer III (or its 30 foot LOA!) or adore the decisions of the Pardeys, but we have in some senses abrogated a lot to the designers of boat interiors that should be dictated by the ocean’s behaviour, not fabric swatches.

Hi John, also many interesting features on “sv Seal” on a vyage boat basics, isn’t it … ? http://www.expeditionsail.com/contacts/virtualtoursaloon.htm

Yes, a very interesting boat. I was privileged to be given a tour of “Seal” by Kate and Hamish while she was in build. Probably the ultimate high latitude boat in my view.

Hi Bruno, Hi John,

We seem to have the same references… Jean-François Delvoye and Hamish spent time together in Ushuaia discussing about their view of an ideal voayge boat before building each their own. It is the same approach (also with Peters’ Kiwi Roa) : people with a lot of experience transforming their vision into reality without any commercial considerations…

I visited Seal in Ushuaia during my previuous vovayge. So many ecxellent ideas. BUT before transporting them to other boats like for instance the A40 do not forget she is 1) a work boat (charter) 2) she is really big (56′) 3) she is designed (by Chuck Paine, we should not forget him !) as a high latitude cruising boat… JF

So very true. One thing that it is so important to remember is that a lot of features don’t scale that well and so, as you say, what works in a 60,000 pound boat like “Seal” or even our own “Morgan’s Cloud” at 52,000 pound has no practical application on the Adventure 40 at 19,000 pounds.

For “Seal” we should also give a lot of the credit to my friend Ed Joy who actually did most of the design.

Jean-François, Peter Smith completed my boat for the previous owner just before he started his own Kiwi-Roa. So many things are similar and yet many things are very different. I guess he was trying out ideas on Rajah Laut in advance of his own boat. The most distressing part is that he did not really pay attention to the electrical system like Kiwi-Roa. I am not sure why he did not go for a swinging keel as I find that one safety factor most experienced sailors miss. I am sure after his recent capsize he is wishing he had one as it would have most likely prevented it. Good luck with your boat building and say hello to Jean-François for me. I would have enjoyed building a new yacht with Boreal.

Hi John, also some interesting features to check on those tough voyagers : sv Seal : http://www.expeditionsail.com/contacts/virtualtoursaloon.htm

and sv Kiwi Roa : http://www.petersmith.net.nz/about/kiwiroa.php

Thanks for the link. I just spent a happy 15 minutes reading about Peter’s “Kiwi Roa”. A fascinating description of the boat that results when a very smart couple with great practical and theoretical engineering skills set out to build the ultimate boat. Given the choice, I would still pick “Seal” but it would be a close run thing.

Gd day, yes indeed, kind of professional boats, but great basics can for sure be learned from those intensively used designs in extreme conditions, and they actually keep it to some very simple ideas which might be applicable in smaller sizes (my old 33′ is full of those, i’m lucky), but indeed, 56′ is a nice size !

as you all so nicely discribe in this post, the interior design is definitely crucial for the seaworthiness or in this case the crew fitness and wellness, and those guys can for sure tell us a lot abt it by experience !! seaworthiness will always remain a basic for any true voyager, i guess, in coastal waters (the danger is ashore !) as well as offshore,

I have spent many hours in the past sitting in Kiwi Roa’s saloon drinking red wine with Pete! He recently completed a very stormy passage between the Falklands and Cape Town, during which Kiwi Roa was put to the ultimate test, being capsized to an estimated 170 deg. Fortunately his “tree”of a mast remained standing, there was no significant flooding of the interior and only some damage to deck equipment plus water in both engine and generator. Hopefully he will write about this as he has some interesting observations.

Hi John, A couple of things I did not see mentioned. We like a narrow companion way in bad weather. We always go down the companionway steps backwards and having walls on both sides of the steps gives the shoulders something to stop the body from swinging out of control when seas make for serious conditions. I’m always thinking that going down the companionway is one place for a bad fall and a serious injury. Hand holds are important but like you say holding on when the body is being tossed is hard to do especially if you are tired from a long hard watch, Those walls on both sides of the companionways steps are a life saver. So many modern boats have a fully open companion way with no walls at all.

The other thing we like that we don’t see much in new boats is a strong drip ledge under the windows or port lights. On our last boat a Mason 44 those drip ledges were a great place to hold on to while going forward when below. They were strong, at a good level and deep enough to to get a hand grip on. They were also great for our son who was not tall enough for the over head holds. Al Mason was brilliant when it came to sea worthiness inside and out. The narrowness of the Mason 43 and 44 helped make his interior design a safer boat to do passages in.

Our new boat the Boreal 44 has many of the same qualities and that was important in us selecting the boat. But I think I’m driving JFE and JFD crazy when I tell them I want a seat belt in the dog house so if we were ever knocked down or hit on our port beam with a large wave there would be no way to be bounced head first down the companionway steps while taking watch. Cheers.

Steve, My guess is that if you follow their instructions for steep breaking seas i.e. raise the keel, you will not find yourself needing that seat belt. They only recorded capsize of an Ovni was in the North Sea when the crew did not raise the keel. Of course it came back around but the crew and boat were not quite the same afterwards. However if you still want a belt installed I would go for the full body harnesses that race car drivers use so your head can’t slam on the chart table in front of you. Enjoy your Boreal (I am jealous and happy for you).

Hi Victor, nice to hear from you. The seat belt thing is more of a joke between Boreal and us. But you know I think we will put one in eventually as it is a sound idea in many boats. The race car seat belts are what the Dashews have in their boat. I’ll never forget the first time aboard their boat and seeing seat belts everywhere with shoulder harnesses. Made you think about others experiences. Always a good conversation piece with them. Yes we look forward to sailing the new boat with centerboard in many positions and of course with the centerboard up in steep seas. We have the electric lifter instead of going to the mast to raise centerboard, we can just press a button at the helm to lift or lower. This will make it easy for us to experiment with the centerboard in many positions on many points of sail and in different seas. Like you I think we have a better chance of not having a knock down in a centerboard boat than a full keel boat but I believe that every boat can be knocked down no matter what anyone says. Cheers

Hello Steve, I don’t remember seeing seat belts on Wind Horse but maybe they were stowed or I was concentrating on the view as we moved around the harbor. In any case JFE has informed me that your ballast is in the keel root which is an interesting development. It certainly has it’s advantages and I look forward to hearing how you like it. We also have an electric horizontal drum winch to raise and lower the keel which is very handy. (Similar to a truck winch but much larger.) In fact we can also raise and lower by hand or using an portable electric drill should all else fail. Enjoy your fine new vessel. I am sure it will bring years of wonderful memories.

I can confirm that Steve and Linda did install belts on the berths on Windhorse. The reason was, as I understand it from Steve, that the boat was such a radical design at the time she was built that they were not taking any chances on something weird happening in heavy weather.

In any event, as we know now, the boat has a soft ride in heavy weather and I believe the belts have never been required by an actual event.

Hey Victor, Good to “speak” to you here.

Good point.

When I heard about that story of capsize I got in touch with the norwegian skipper and eventually met him… It was the only recorded capsize so we wanted to understand. “Capsize” means much different things : they did indeed put the boat on her side (spreaders and mast in the water) while the keel was down but they did not go “all the way” or overturn…

Steve’s Boréal will have his lead ballast (not cast iron) in the keel embryo (and on not on the flat bottom of the boat)… They stability curve cannot be compared.

In conceptual approach the fact you can raise the unballasted keel (or is than a daggerboard) while sailing is different from for eg Seal’s ballasted swing keel which is essential for stability of the vessel.

I hope when of this days we will lay for anchor together in the same bay.

Jean-François

Jean-François Good to connect with you here too. I was not aware that you were making the Boreal with different ballast options. On Rajah Laut we have the bulk of the ballast in bilge but there is another 1000 kg in the keel itself. It was an option with Meta at the time. Yes, capsize does mean different things and I always hope I don’t have to find out either. I do hope we share the same anchorage someday soon. Warm regards

That is very interesting information that I totally “get”, because I used to be a 505 sailor and I learned on that boat that the best way to survive a real blow in a 505 and stay upright, particularly when reaching in waves, is to pull the board up a long way.

Further, if you come round the top mark when its blowing and forget to bring the board up as you square off on the reach you will end up spitting water in the blink of an eye.

Also, one of the features I like in boats like yours is the flare out from the waterline to the chines and relatively high freeboard that I think will help the boat skid on her side when hit by a wave, rather than digging in and then flipping.

Sorry I missed this originally. Yes, all very good points, thank you.

A minor point has impressed itself on me while attempting to stay enthroned during a heavy sea and steep heel angle aboard various boats. The head should face forward or aft with bulkheads or counters close on both sides and a good firm handle to grab. This helps the user to maintain an appropriate and secure attitude without fear of being dislodged.

More a matter of management than design, all crew members regardless of gender should strongly be encouraged to pee like a girl. It will improve head hygiene noticeably.

Now there’s a very good point. A head that faces the side of the boat is very difficult to stay on. I will long remember a boat I raced on that was set up like that and there were some, shall we say, unpleasant occurrences.

As to the second of your points, our standard crew briefing on MC includes the instruction that everyone sits.

Another great use for seat belts.:) On a more serious note: we tend to sail flat bottomed swinging keel boats a little flatter i.e. less heel, so head orientation is less of a problem. Also because we can not point as well, these type of boats don’t pitch and bang quite as much going to weather. Depending on waves if we can hold 60 degrees apparent we are happy. Probably the Boreal can do much better with its wave cutting bow.

It’s not ridiculous in heavier conditions to consider a change to a point of sail that favours a successful “release” in the head, if the sea state allows it. I would rather head up or bear off than rebuild our head, OR I would encourage the use of a properly fitted out “storm bucket” on the centerline (with a securable lid!) rather than a head that might be on the (very) high or (very) low side.

Of such small considerations are happy crews and co-skippers made!

We often slow the boat down and bear off while someone is on the head.

However, I still agree with Wilson on the vital nature of getting the head right so you can use it when the motion is violent. As to a storm bucket…no thanks! The potential emptying disasters are too horrible to contemplate.

Noted recently in the toilet compartment of a tour bus I happened to be riding on: pictogram silhouette of a man standing and peeing, with the circle and slash (meaning do not do this). I plan to make one of these for my boat. Gentlemen, please be seated.

Good idea. You could probably have a nice business selling these signs.

Some good old basics on interior design (and others) by rod stephens can be read here as well …

http://dorade.org/RAS_On_Sailing_Master.pdf

Thanks Burno for the info, lots of sound advice from the old boys. One thing they mention is ventilation. I have noticed on many of modern blue water boats the lack of good sound ventilation possibilities while underway. Yes they have plenty of hatches to open while at anchor but lots of new cruising boats do not have dorades for good air flow on passage. Dead air on passage in a moving boat can mean sea sickness for many while below working the chart table, cooking in the galley or trying to get some sleep when not on watch. A good dorade system that have screw in plates that can be put in in severe weather so if a knock down did occur the dorades are water tight. Another thing I have noticed on boats that have dorades is that few put some screen over the pipe that allows air to flow to the inside of the boat. If your sailing in the tropics the dorade is one sure way the ugly cockroach can find its way inside your boat.

To help ventilation low amp fans on the market today help move air. We think every section of the boat should have fans that can be easily turned on when occupying that section of the boat. Having a fan in the sea berths can make a whole lot of difference in how much sleep the off watch crew gets when the tropical heat and humidity abound.

Another issue for those who sail in the tropics is good screening for all hatches. On our last trip across the southern Pacific we know of 12 sailors who came down with dengue fever at different ports and anchorages. Out of the 12 sailors 5 of them were not able to continue because they became too sick. One can only imagine the disaster of trying to get your boat some where safe or a place where you can sell it if you are no longer able to continue. Maybe they got dengue fever on land but we did see the mosquito that causes dengue fever aboard our boat in places like marina in western Samoa and in many of the islands, dengue fever now finds its place in most of the tropics. Good screening any more is a must on a cruising boat and I forgot to mention Malaria in places like Panama, PNG and Borneo.

I absolutely agree. You can have a bunch of hatches and opening ports, but if you don’t have good big Dorades that really work, as many modern boats do not, you will be miserable at sea.

Also, a very good point about screens. There are many places we have been in the North where if we had not had good screens the bugs would have taken us home for dinner!

There are very few “boat books” I’ve deemed essential ove r the years: Beth Leonard’s “Voyager’s Handbook”; one or two of Jimmy Cornell’s books; Dave Gerr’s big ‘un on boat mechanical systems come to mind. But two I return to over and over again are Nigel Warren’s Metal Corrosion in Boats and Roger McAfee’s The Warm, Dry Boat. Both topics (corrosion and ventilation) are intimately connected and no place more so than on a steel sailboat.

So the “big Dorades” thing is very important to me, as I think it is the exchange of air aboard a boat that reduces condensation and general unpleasant damp aboard. It’s a topic that is ignored in favour of air-conditioning or propane bulkhead heaters, neither of which can always adequately keep a boat warm and/or dry.

I remember stepping aboard an old fellow’s Alberg (I think) a few years back on a blazing hot day. He had a canvas tarpaulin over the boom (many had a plastic version to deflect sunlight) and a windscoop over the forward hatch. Just before we went below, he emptied a couple of buckets of water over the canvas, soaking it. Within a few minutes, the interior was cool with a slight breeze from fore to aft. I recall noting the ice cubes lasted a long time in the rum!

I do not know if such simple techniques as making use of a wetted tarp to evaporate heat away from the boat are still appreciated, but it’s a skill I intend to retain.

Great post and comments. Whenever I try to imagine or draw my ideal accommodation plan for a forty foot boat I run into this problem: there are three things I want immediately below the companionway, the galley, the chart table with quarter berth aft and the head with stall shower/foulies locker. Trouble is that there is only really room for two of the three. What to do?

Have you been peeking in my windows and watching me pound my head on the desk trying to solve the same problem on the A40? More coming soon.

Maybe a “J” shaped galley with access aft. Perhaps we could rethink the need for a dedicated chart table as we get more electronic, though the idea is hard for me to swallow. One could use the salon table for emergency paper chart work… Not ideal solutions.

Steve, stop reading my mind, it’s very unsettling!

John, for an arrangement that includes head, galley and chart table right below the companionway, see pacific Seacraft’s Crealock 40. The boat has a big butt and displaces 23,000 lbs. but it might be doable on the A-40. See Ferenc Maté’s “World’s Best Sailboats, Volume II” p.145

This has been a good “brainstorming” session, hopefully everyone has learned or confirmed something that will add to safety or comfort in a proper voyaging boat. A lot of what I might have contributed after reading John’s first post has been covered in detail so I will try and focus on what may not have received enough attention in my opinion. My “opinion” comes from professional schooling, experience and mostly the School of Hard Knocks. My seagoing career began as a teenager on offshore commercial fishing vessels, Maine Maritime Academy graduate, merchant marine officer on tankers, ocean going tugs, hopper dredges, more offshore fishing, and the past 25 years cruising with my family on S/V Sea Return between Trinidad and Canada’s Eastern Provinces. Philosophy; way before functionality comes stability, sea keeping ability, and comfort. I don’t go to sea in any vessel where I can’t confirm the stability characteristics. Operators need to understand the nuances of their particular vessel, not the class or model. Most designs are stable off the table, it’s the owners modifications and handling that begin the slide toward minimum stability. Most racers are not cruisers, coastal day boats have no business planning a Gulf Stream crossing, know your stability curves, update them after significant modifications and understand what to do to keep them maximized. “Take care of your boat so it can take care of you”. Now that we have that basic criteria out of the way here are a few ditto’s. Ventilation; dorades and lots of them, able to be closed water tight from inside the vessel equipped with screens. We do not open hatches at sea, ever! It always bothers me when I sea photos of boats sailing downwind in the trades with the big deck hatches open, you are only one roll away from a major down flooding event. Only generous articulating dorade vents can provide enough ventilation and still be safe. Properly mounted solar vents can help but personally I don’t believe they are rugged enough. Shower stalls; equipped with handholds, drain at all angles, close to the CL as practical as others have pointed out. I want to add mixing valves. Not only do these save water they also prevent scalding. I have them fitted to the heater and faucets. Heads; a head you cannot stay on is dangerous. The bowl should empty at all angles, not lap you while being used and be located where motion is minimized. Mounted and plumbed in a way that assures the joker valve is not the only barrier between you and the sea. I failed to shut the seacock in a squall once and sheared the two bolts off the pipe flange securing the joker valve. This happened with a proper vented loop on a “Skipper”. Galley; lots of good advice here already. Sea Return is a cc ketch with a walk through galley. There are advantages and disadvantages to this arrangement. We have oversize cockpit hatches inboard of the galley. These are wonderful for passing meals etc between the watch and galley. The gimbaled stove however can block access to the aft cabin on a port tack when well heeled. We usually rely on pre cooked meals in heavy weather because of this feature. The sink can be drained at all angles although it needs to be pumped. Watermaker; except for fishing vessels (that carry 10-20 tons of wet ice) I have always gone to sea with a Watermaker. We consider it as important as a good autopilot. We rarely take water from shore and then only after testing. Maybe because I’m paranoid from contracting amebic dysentery in Guatemala but I will never again drink water I didn’t produce and test. My first generation unit lasted 22 yrs with three membrane changes. My new unit is more efficient, user friendly, and a must have in my opinion. Equipped with a UV filter it can be used cost effectively almost anywhere. I routinely FW rinse the entire boat every dawn at sea, this helps keep the salt and dampness out of the interior and contributes to a happy crew. Autopilot; two units complete with independent drives permanently mounted and available at the flip of a switch. If the pilot will not safely steer in all conditions then reengineer a system that will. A good working vane steering system could be substituted for one unit provided its at the ready. SR is 53,000 lbs displacement so I have little experience with vane steering on larger boats, but expect and read where we may be at the upper limit. I’ve sort of gotten off on a tangent here away from “what makes a good interior” but bare with me. The autopilot whine, clicking, whirl, chatter and power consumption are an ever present issue better dealt with up front. We have a Simrad pilot plumbed to a big single Ratheon hydraulic ram that is quiet, uses minimal power and can steer better than me. The other unit, a Benmar with a stepping motor and chain drive uses more amperage and will awake the dead when it occasionally gets caught sleeping and needs to catch up. The issue here is noise and power consumption. Handholds; I haven’t seen a boat with too many yet. Thru bolt them after a lot of thought about proper placement. We have teak and holly brightly varnished soles. I’m slowly converting over to a mild patterned Treadmaster. My broker says those T&H soles add value so I’ve been dragging my feet but mine are dangerous pure and simple. Bunks; a sea bunk with a proper lee cloth for all off watch crew has been showcased, I’ll only add that one must be able to feel secure while in one but able to vacate in a hurry if necessary without compromising safety. I hope I’ve contributed in a meaningful way John. I could go on and on but enough for this post.

Very good points. I wouldn’t worry about the T&H soles; the type of potential future buyer who would appreciate everything else aboard wouldn’t miss them. If you would, however, I would direct your attention to the types of marine non-skid flooring that do a reasonable impersonation:

https://lonseal.com

Marc and Steve

When on Steve and Linda Dashew’s Windhorse I noticed they had a very slip resistant yet attractive sole coated with walnut shell mixture. The nice thing is that I am quite sure it could be applied to existing soles with the appropriate concoction.

Victor, thank you. I’ve heard of that treatment for exterior decks but not interior soles.

As we build out the interior of a 45′ Alu hull, I’m eager to mockup some alternative arrangements. This has been a great thread that tells me some of my ideas may actually work! Since you can’t really sleep in a heaving v-berth, this entire fore area will be storage dedicated to sails, outboard, tool bench, bikes, skis, whatever we need. The boat won’t have dedicated cabins, but rather two pullman style sea-bunks stacked amidship, and a twin quarter-berth leading astern. Since 97.3% of the time we’ll be cruising as a couple, the lack of privacy should be little bother. The advantage will be a reasonably open layout that’s easier to heat and keep dry in cold climates, plus lots of storage in accessible places. Also, this allows us more dedicated volume for a large nav-desk, functional galley and dedicated shower room. The trick will be positioning handles throughout, most likely a ceiling mounted rail. Curious if this approach of minimal compartmentalization is being considered for the A40?

Sounds like some very good ideas. I’m just putting the finishing touches on the A40 arrangement specification. Look for it in the next week or so. Some of it will be very similar to what you are talking about and some very different, mainly because the A40 is a much smaller boat.

This is a post that hasn’t seen anything new in a while so why not? I was on a boat a number of years ago that was just short of 40′ and one of the things I liked was the bottom of the companion way. When you got there you were standing on a grate looking at three doors, forward to the main salon, port straight into the shower (through it to the head and then a door to the salon, access hatch on the back to a huge lazzarette) and the starboard opening into a quarter berth. No need for wet to ever get forward of here. Some sort of convertible arrangement would turn the quarter into a work room and the engine on this particular vessel was between the laz and the quarter – don’t know if this was a ‘V’ drive or not…

I’m surprised no one has mentioned the Outbound 46.

We just ordered one for live-aboard cruising and offshore voyaging. I can’t speak from personal experience (yet), but it was the only new non-custom boat that met our criteria. It has a lot of what you’re talking about here, John.

– Huge standup forepeak with watertight bulkhead – Narrow interior with storage behind the salon furniture – Workshop and tool storage in the lazarette – Massive tankage in the floor

Construction on our boat (hull 65) is starting soon, so I can’t comment on the process. But the design seems just about perfect, and from inspecting used boats of the same model, I feel very confident in the build and installation quality.

Congratulations on your new boat.

I agree, the Outbound looks like a really nice boat with a good interior arrangement. If it were me buying one I would scrap the forward head and replace it with storage. The only other thing that jumps out at me is that both toilets are oriented athwartship. Not a deal breaker, but not ideal.

Outbound does offer the option to replace the forward head with two large cabinets; we are considering it.

Thanks for all your great work here, by the way. I have been reading each of your online books. The material has been immensely helpful to me as we are specifying the new boat and planning everything from spares to maintenance checklists.

Thanks for the kind words.

I was looking at the site, and one other thing that jumped out at me is that like many, maybe most, modern sailboats, the engine is way too big for the boat and worse still it’s an M4 engine, so the boat will never be able to use that power. Fuel consumption, reliability and longevity would be substantially improved by substituting a slow revving M4 engine like a Beta of about 45 HP (rough guess).

This problem is explained here: https://www.morganscloud.com/category/mechanical/mechanical-online-book-engines/

and particularly in this chapter: https://www.morganscloud.com/2016/04/12/how-to-stop-killing-your-engine-with-kindness/ and the next one.

Thanks John. I am aware of the problem. The builder does not offer the option of a smaller engine. We will have to live with the engine and do our best to use it appropriately.

I totally get the builder’s problem: if they didn’t offer the big engine no one would buy the boat…at least if they don’t read AAC :-). One thought, you might want to get them to install an exhaust temperature gauge. That way you can safely over-prop the engine. See the above links.

If only you could get EVERYONE to read AAC. Then we’d all be better off 🙂

Thanks for reminding me about the exhaust temperature gauge.

I’ve just subscribed to AAC and have been binge reading today. We are nearing the tail end (I hope) of a refit and preparing for relaxed winters in the tropics aboard a sailboat to avoid Nova Scotia winters. My vessel of choice, after much looking around, is a 1980 Niagara 35, classic layout. Workshop in the forepeak, lots of storage, good access to most systems (I did put a hatch in the cockpit floor to get better engine access) a v. nice narrow galley, not so nice sleeping accommodations (so called double-quarter berth and and a regular quarter berth which would be fine for a small guest). My solution for the sleeping, as my wife and I like to do this together: I converted the dining table to drop down to settee level, and we now have a queen size berth athwartships, just ahead of the mast, mid ship. Given that we will be in the tropics, next step is a screened enclosure in the cockpit, with a new (yet to be made) binnacle-mounted dining table which will become our dining area. We can use the quarter berth(s) at sea, but we expect to be at peaceful anchorages much of the time where we will have the luxurious mid-ship mega berth, and dine in the cockpit, or at somewhat smaller snack-bar tableau in the aft portion of the main salon. I don’t know if this is a novel approach, but we think it will work for our anticipated life-style on board. I did a similar berth conversion to our Nonsuch 26 which we cruise in Nova Scotia and this has worked out very well. The key is the cockpit enclosure to provide a comfy dining and living room. I’m enjoying AAC and looking forward to learning more as we complete our refit. It’s been especially interesting reading the refit stories on this site and when I’m done, we will have our own to share with you.

Sounds like an interesting approach to getting a double berth in a relatively small volume hull without doing bad things to the hull shape as you so often see these days.

And as a long term hater of cockpit enclosures, but a recent convert, you will love that addition. Here are some thoughts on doing it well: https://www.morganscloud.com/2016/10/10/a-sailors-cockpit-enclosure-part-1/

Greg Silver: I have friends in the Caribbean who have lived aboard a similar-vintage Niagara 35 for many years. They’ve stopped actively blogging, but you may find a wealth of information on how to get the most out of the “traditional” layout on their blog: http://www.sailblogs.com/member/silverheelsiii/

Interestingly, both of them are well over six feet tall, making their opinions on space allocation pertinent!

Thanks Marc!

I know this is an old thread, but you’ve recently encouraged us to point out errors we may see in the articles to improve the reliability of the content. I’ve seen something to the effect of, “I have been momentarily weightless at sea many times over the years, indicating an acceleration of over 1G, which will be 2G on the other side of the cycle,” thrown around on this site a few times, and while it seems credible, with its nod to science, for me it does not pass muster. That is not to say that your point, about thinking seriously about having more handholds and also having an interior that does not rely on them, is not valid, only that the argument needs to be reconsidered.

The false premise is that the sensation of weightlessness is the result of being at 0 G’s (to invoke the cycle, the variance on one side of the cycle would have to be equal to the variance on the other, so if you want to end up with 2G’s, you need to drop to 0G’s). This is not the case. The sensation of weightlessness comes from your mind’s perceived sensation of acceleration being different from its expected sensation of acceleration. (and this can be evoked even at much slower accelerations than at freefall – as a demonstration, we’ve all felt the brief sensation of weightlessness in a high speed elevator, and yet, we safely made it to the lower floor without floating around in the interim). The exact same sensation can be exhibited by stepping off of a high diving board, or even missing a step when walking down stairs. In all these situations we can be sure that exactly 1G of force is being exerted on us.

You’ve attributed the sensation of weightlessness to the idea that Morgan’s Cloud is launching you upwards, and there of course some heaving forces involved and therefore greater than 1G, however, boats and waves simply do not accelerate upwards fast enough to create the forces you’ve attributed to them. (otherwise water drops would fly upwards out of the crests).

What is happening is that, as you crest a wave, the upward heaving acceleration diminishes. Exactly 1G of acceleration acts on both you and Morgan’s Cloud’s centre of gravity, and you both begin to fall into the trough, which itself can trigger the sensation. However, Morgan Cloud’s stern still has some support, which also sets up a rotational force and the bow dips a little faster than your mind expects. This differential in velocity between you and the part of MC under you does not follow your intuition, and you feel weightless as you freefall briefly and your feet could actually come off of the sole (which is less likely to happen if you’re in an aft cockpit than if you’re amidships or below)

But this is not even the right question to be asking with regards to injury and the ability to hold oneself up. What matters to the strain in your biceps is the differential between your velocity (not acceleration) determined by 1G times the distance you’ve fallen, and that of MC’s deceleration characteristics when it runs into the bottom of the trough (at least in the very steep survival waves that we’re considering). Imagine a very fine bowed racer hitting the trough, the resistance to forward motion builds gradually as the bow enters the trough and builds up buoyancy. In the early part of the impact, the boat’s velocity is reduced to a little less than yours, and you reconnect with the boat with only slight force and then mostly share the same deceleration and re-acceleration pattern as the boat. In contrast, a blunt bowed boat will make full contact with the wave ahead immediately, and rapidly decelerate (?possibly even be accelerating back toward you) by the time you literally crash into it’s cabin sole, with all the potential for injured lower limbs and torn rotator cuffs.

Again, we can look to high-speed elevators, which do descend quickly enough to cause us injury. They all, however apply the ‘brakes’ gradually and so deliver us safely without even the need for the assistance of handholds. This is the same principle of the parabolic arc and landing slope of ski jumpers and why they can fall several stories without injury.

Again, I write this with respect, and hope only to point this out to you. This is a very complex topic, so I’m sure I’ve made some errors in the above statements and welcome you pointing them out to me.

Thanks for your thoughts. I really have no idea. The science is way beyond my pay grade, so you are probably right. I’m certainly not qualified to argue the point. Anyway, whether it’s 1.2G or 1.5G or 2G I don’t think it changes the core point because most of us can’t even hold our own weight on one hand, let alone even 1.2 x that weight.

Also, I think many people that have not spent a lot of time offshore grossly underestimate how violent the motion can be, so my only purpose is to make as sure as possible that I get the point across.

Anyway, I will look at the statement in question.

When the new RCD sytem first came in I remember staying on a new 42ft boat (we rented it for the weekend as a hotel room not to go sailing) looking around like you do I noticed it had a plate fixed to the companionway giving basic safety stuff like what its rated use was, coast ocean etc. That raised my eyebrows and made me think “I would not be happy doing that in this boat” then I saw the load rating, ie how much stuff you you can put on board. My jaw dropped, The total loading allowed above light ship weight was less than my ground tackle alone and my boat was 10ft shorter! Load carrying matters and for extended ocean passage it is measured in tons not pounds! check how much that sporty light weigh flyer is designed to carry before you consider adapting it for cruising.