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**Selected Cruising Sailboats**
Published 2023-01-08; Last updated 2025-02-12
Below are metrics for a set of mid-sized monohull cruising sailboats. These include boats that I personally fantasize about cruising on (♥) as well as many other well-known boats for comparison. That includes some at both the short (32') and long (50') extremes of the shorthanded cruising range.
The boats in the table are sorted by increasing length overall. The other metrics and their relevance are explained below the table. The metrics chosen are biased towards properties inherent in the boat instead of ones that can be changed easily, and properties desirable for coastal cruising mid to high lattitudes.
See the Living Spaces article for a discussion of interior properties desirable for living and working aboard different kinds of sailboats.
| Boat | Role | Exterior | Pilot House | First Year | LOA (m) | LWL (m) | Beam (m) | Comf. Ratio | Capsize Screen. | SA/D | Draft (m) | Mainsheet | Keel | Rudder and Helm | Rig | Notes |
:-:|:---------| :-- | :-- | :-- | :-- | --: | --: | --: | --: | --: | --: | --: | :-- | :-- | :-- | :-- | :-- |
♥| Contessa 32 | Bluewater | ![](exterior/contessa32.jpg class="icon" xattr="https://www.jeremyrogers.co.uk/contessa-32-new-build/") | | 1972 | 9.75 | 7.32 | 2.90 | 27.72 | 1.80 | 15.50 | 1.68 | Boom End Traveller Before Helm | Long Chord Fin | Full Skeg | Sloop |
| Catalina 315 | Weekend | ![](exterior/catalina-315.jpg class="icon") | | 2012 | 10.03 | 8.08 | 3.53 | 21.47 | 2.14 | 16.32 | 1.91 | Mid-Boom Traveller | Bolt-on Fin Bulb | Spade | Masthead Sloop |
| Dehler 34-2 | Weekend | ![](exterior/dehler-34-2.jpg class="icon") | | 2002 | 10.21 | 9.30 | 3.20 | 21.31 | 1.96 | 21.18 | 1.90 | Boom End Traveller before Helm | Bolt-on Fin Bulb | Spade | Fractional Sloop | |
| Beneteau Oceanis 34 | Weekend | ![](exterior/beneteau-oceanis-34.webp class="icon") | | 2008 | 10.34 | 9.35 | 3.66 | 22.42 | 2.07 | 16.10 | 1.85 | Mid-Boom Bridle | Bolt-on Fin Bulb | Spade | Fractional Sloop | |
| Jeanneau Sun Odyssey 349 | Weekend | ![](exterior/jeanneau349.jpg class="icon") | | 2014 | 10.34 | 9.40 | 3.44 | 22.74 | 1.99 | 18.44 | 1.98 | Mid-Boom Traveller | Bolt-on Fin Bulb | Dual Spade, Dual Helm | Fractional Sloop | |
| Pacific Seacraft 34 | Bluewater | ![](exterior/pacific-seacraft34.jpg class="icon") | | 1985 | 10.39 | 7.99 | 3.05 | 34.00 | 1.68 | 15.10 | 1.50 | Mid-Boom Traveller | Bolt-on Long Chord Fin | Full Skeg | Cutter | Truly hardcore offshore boat despite its length |
| Jeanneau Sun Odyssey 350 | Weekend | ![](exterior/jeanneau-350.webp class="icon") | | 2024 | 10.40 | 9.38 | 3.59 | 22.71 | 2.04 | 17.68 | 1.98 | Mid-Boom Bridle | Bolt-on Fin Bulb | Dual Spade, Dual Helm | Fractional Sloop | Upgraded layout from the 349
| Hanse 348 | Coastal | ![](exterior/hanse-348.jpg class="icon") | | 2018 | 10.40 | 9.55 | 3.55 | 26.19 | 1.91 | 17.51 | 1.98 | Mid-Boom Bridle | Bolt-on Fin | Dual Spade, Dual Helm | Sloop | |
| Hanse 350 | Coastal | ![](exterior/hanse-350.webp class="icon") | | 2007 | 10.59 | 9.60 | 3.55 | 25.36 | 1.94 | 19.25 | 1.92 | Mid-Boom Bridle | Bolt-on Fin Bulb | Spade | Fractional Sloop | Still listed because the newer 360 has much nicer accomodation but is slower and less sea kindly
♥| Sirius 35 DS | Bluewater | ![](exterior/sirius35.jpg class="icon") | TRUE | 2010 | 10.60 | 9.70 | 3.53 | 30.08 | 1.80 | 16.46 | 1.55 | Boom End Binnacle Block | Bolt-on Dual, many other options | Partial Skeg | Solent | |
| Linjett 34 | Weekend | ![](exterior/linjett34.jpg class="icon") | | 2012 | 10.66 | 9.30 | 3.45 | 23.23 | 1.97 | 19.48 | 1.84 | Mid-Boom Traveller | Bolt-on Fin | Spade | Sloop | |
| Dehler 34-3 | Weekend | ![](exterior/dehler-34-3.jpg class="icon") | | 2015 | 10.70 | 9.60 | 3.60 | 23.42 | 2.00 | 20.07 | 1.95 | Boom End Before Helm | Bolt-on Fin Bulb | Spade | Fractional Sloop | |
| Beneteau Oceanis 34.1 | Weekend | ![](exterior/beneteau-oceanis-34.1.jpg class="icon") | | 2021 | 10.77 | 9.50 | 3.57 | 21.70 | 2.05 | 16.20 | 2.00 | Mid-Boom Bridle | Bolt-on Fin | Dual Spade Dual Helm | Fractional Sloop | |
| Dufour 37 | Weekend | ![](exterior/dufour-37.jpg class="icon") | | 2022 | 10.77 | 9.31 | 3.80 | 24.96 | 2.03 | 17.15 | 1.90 | Mid-Boom Bridle | Bolt-on Fin Bulb | Dual Helm Single Spade | Fractional Sloop | The similar but slightly older 360 model is a bit more stable |
| Catalina 355 | Weekend | ![](exterior/catalina355.jpg class="icon") | | 2008 | 10.80 | 9.19 | 3.66 | 24.52 | 2.01 | 16.01 | 2.09 | Mid-Boom Traveller | Bolt-on Fin Bulb | Spade | Fractional Sloop | |
| Contessa 35 | Bluewater | ![](exterior/contessa-35.jpg class="icon") | | 1974 | 10.82 | 8.99 | 3.48 | 26.01 | 1.92 | 17.64 | 1.93 | Boom End Traveller before Helm | Bolt-on Fin | Spade | Masthead Sloop | |
| Bestevaer 36 | Bluewater | ![](exterior/bestevaer36.jpg class="icon")| TRUE | 2023 | 10.95 | 10.65 | 3.80 | 29.29 | 1.86 | 15.83 | 0.70 | 80% Boom, Block on Coachroof | 2.4m lifting fin keel | Kick-up | Solent | Pilothouse-like watch station, but without nav desk or steering in base configuration; Skeg on electric saildrive
| J/112e | Weekend | ![](exterior/j122e.jpg class="icon") | | 2015 | 10.99 | 9.68 | 3.60 | 20.12 | 2.09 | 22.90 | 2.10 | Boom End Traveller before Helm | Bolt-on Fin | Spade | Sloop | High performance |
♥| Cape Dory 36 | Bluewater | ![](exterior/cape-dory36.jpg class="icon") | | 1978 | 11.01 | 8.23 | 3.25 | 35.74 | 1.69 | 15.67 | 1.52 | Mid-Boom Traveller | Encapsulated Full | Full Skeg | Cutter | Classic bluewater cruiser |
| Catalina 36 Mk2 | Weekend | ![](exterior/catalina-36-2.jpg class="icon") | | 1994 | 11.07 | 9.22 | 3.63 | 23.98 | 2.01 | 15.72 | 1.78 | Mid-Boom Traveller | Bolt-on Fin | Spade | Masthead Sloop | |
| Tartan 365 | Weekend | ![](exterior/tartan-365.jpg class="icon") | | 2020 | 11.13 | 9.47 | 3.66 | 22.23 | 2.05 | 20.56 | 1.98 | Mid-Boom Traveller | Bolt-on Fin Bulb | Dual Helm Single Spade | Solent | |
♥| Moody 36 Mk2 | Bluewater | ![](exterior/moody-36-2.jpg class="icon") | | 1996 | 11.20 | 9.24 | 3.73 | 30.65 | 1.87 | 12.54 | 1.75 | Boom End Traveller behind Helm | Fin | Full Skeg | Masthead Sloop | Center cockpit |
| Jeanneau Sun Odyssey 380 | Weekend | ![](exterior/jeanneau380.jpg class="icon") | | 2021 | 11.22 | 10.71 | 3.76 | 22.88 | 2.00 | 17.86 | 2.00 | Mid-Boom Traveller | Bolt-on Fin | Dual Helm, Dual Spade | Sloop | |
| Pacific Seacraft 37 | Bluewater | ![](exterior/pacific-seacraft37.jpg class="icon")| | 1980 | 11.25 | 8.46 | 3.30 | 33.95 | 1.72 | 15.63 | 1.68| Mid-Boom Traveller | Bolt-on Long-chord Fin | Full Skeg | Cutter | Some of the original 1980s models are yawls
| Bavaria Cruiser 37 | Coastal | ![](exterior/bavaria-cruiser-37.jpg class="icon") | | 2013 | 11.30 | 9.90 | 3.67 | 25.62 | 1.94 | 16.50 | 1.95 | Mid-Boom | Fin Bulb | Single Spade Dual Helm | Fractional Sloop | |
| Hanse 360 | Weekend | ![](exterior/hanse-360.webp class="icon") | | 2024 | 11.32 | 10.29 | 3.99 | 24.87 | 2.03 | 15.83 | 2.05 | Mid-boom Bridle | Bolt-on Fin | Spade, Dual Helm | Fractional Sloop |
| Hunter 386 | Weekend | ![](exterior/hunter-386.jpg class="icon") | | 1999 | 11.66 | 9.75 | 3.83 | 25.05 | 2.00 | 18.72 | 1.52 | 80% Boom Arch | Bolt-on Fin Bulb | Spade | Fractional Sloop | Swept back side stays, no backstay. Same hull as Hunter 376 and Hunter 380
| Bavaria C38 | Coastal | ![](exterior/bavariac38.jpg class="icon") | | 2021 | 11.38 | 10.28 | 3.98 | 28.99 | 1.93 | 18.61 | 2.05 | Mid-Boom Coachroof | Fin | Spade | Sloop | |
| Hanse 388 | Coastal | ![](exterior/hanse-388.jpg class="icon") | | 2017 | 11.40 | 10.40 | 3.90 | 26.32 | 1.96 | 18.21 | 2.06 | Mid-Boom Traveller | Bolt-on Fin | Dual Spade | Solent | |
| Beneteau Oceanis 37 | Weekend | ![](exterior/beneteau-oceanis-37.jpg class="icon") | | 2006 | 11.48 | 10.39 | 3.91 | 20.58 | 2.13 | 17.13 | 1.40 | Mid-Boom | Bolt-on Fin Bulb | Spade | Fractional Sloop | |
| Beneteau Oceanis 38.1 | Weekend | ![](exterior/beneteau-oceanis-38.1.jpg class="icon") | | 2017 | 11.50 | 10.72 | 3.99 | 21.14 | 2.12 | 18.59 | 2.08 | Mid-Boom | Bolt-on Fin Bulb | Dual Spade, Dual Helm | Fractional Sloop | The 38 is almost the same boat, three years older
♥| Nordship 380 DS | Bluewater | ![](exterior/nordship380ds.jpg class="icon") | TRUE | 2012 | 11.60 | 10.30 | 3.75 | 30.91 | 1.82 | 16.87 | 1.80 | Boom End Traveller Before Helm | Bolt-on Fin | Spade | Sloop | Galley is below |
♥| Nauticat 385 | Bluewater | ![](exterior/nauticat385.jpg class="icon") | TRUE | 2005 | 11.65 | 10.10 | 3.60 | 34.85 | 1.72 | 17.07 | 1.85 | Mid-Boom Traveller | Bolt-on Fin | Partial Skeg | Sloop | |
♥| Island Packet 349 | Bluewater | ![](exterior/island-packet-349.jpg class="icon") | | 2019 | 11.66 | 9.58 | 3.81 | 31.96 | 1.85 | 16.87 | 1.22 | Mid-Boom | Encapsulated Full | Full Skeg | Cutter or Solent | Semi-custom, great cruising systems. Favors shallow anchorages: Bahamas/gunkholing |
| Bavaria Cruiser 38 | Weekend | ![](exterior/bavaria-38-cruiser.webp class="icon") | | 2008 | 11.72 | 9.90 | 3.90 | 24.00 | 2.04 | 18.88 | 1.97 | Mid-Boom Traveller | Bolt-on Fin | Spade | Fractional Sloop | Six cockpit winches and single-line reefing for singlehanding. 2008-2010 version, identifiable by three saloon hatches.
| Vagabond 39 | Bluewater | ![](exterior/vagabond39.jpg class="icon") | TRUE | 1984 | 11.89 | 9.32 | 3.51 | 42.42 | 1.61 | 15.86 | 1.70 | Boom End Traveller before Helm | Encapsulated Full | Fully Protected | Cutter | Based on the earlier Landfall 39 hull |
| Beneteau Oceanis 37.1 | Weekend | ![](exterior/beneteau-oceanis-37.1.jpg class="icon") | | 2023 | 11.93 | 10.83 | 3.92 | 21.28 | 2.08 | 16.95 | 2.10 | Mid-Boom | Bolt-on Fin Bulb | Dual Spade Dual Helm | Fractional Sloop | |
| Catalina 385 | Weekend | ![](exterior/catalina385.jpg class="icon") | | 2012 | 11.94 | 10.49 | 3.99 | 21.77 | 2.10 | 17.49 | 2.08 | Mid-Boom Traveller | Bolt-on Fin | Spade | Sloop | |
| Ovni 370 | Bluewater | ![](exterior/ovni370.jpg class="icon") | TRUE | 2021 | 11.95 | 11.40 | 3.99 | 27.47 | 1.91 | 15.81 | 3.08 | Mid-Boom | Centerboard | Dual Spade Dual Helm | Solent | Aluminum |
♥| Najad 395 CC | Bluewater | 
| | 2018 | 11.99 | 10.98 | 4.00 | 37.03 | 1.75 | 16.96 | 2.10 | Boom End Traveller Behind Helm | Bolt-On Fin w/ Bulb | Spade | Fractional Sloop | Mini-superyacht. Advertised as "coastal" in AC configuration, but a serious bluewater boat either way. Option with main bridle on arch; center or aft cockpit. AVS and Polar plots provided.
| Passport 40 | Bluewater | ![](exterior/passport40.jpg class="icon") | | 1980 | 12.02 | 10.19 | 3.86 | 33.96 | 1.79 | 15.24 | 1.75 | 2/3 Boom | Bolt-on Long-chord Fin | Full Skeg | Sloop |
| X4⁰ | Bluewater | ![](exterior/x40.jpg class="icon") | | 2019 | 12.09 | 10.40 | 3.81 | 26.69 | 1.92 | 19.23 | 2.40 | Boom End Traveller Before Helm | Bolt-on Fin | Spade | Sloop | |
| Marlow-Hunter 37 | Weekend | ![](exterior/marlow-hunter37.jpg class="icon") | | 2014 | 12.12 | 10.87 | 3.99 | 25.00 | 1.98 | 20.00 | 1.98 | Boom End, on Stern Arch Traveller | Bolt-on Wing Fin Keel | Spade | Sloop | Clever accomodation layout for rotated aft cabin and shower-head. No backstay, so poor shape control |
| Jeanneau Sun Odyssey 410 | Weekend | ![](exterior/jeanneau-410.jpg class="icon") | | 2018 | 12.95 | 11.71 | 3.99 | 22.10 | 2.02 | 20.68 | 2.14 | Mid-Boom Bridle | Bolt-on Fin Bulb | Dual Spade Dual Helm | Fractional Sloop | The 409/410 uses the same winches for main and jib, which makes tacking and jibing difficult. |
| Allures 40.9 | Bluewater | ![](exterior/allures40.9.jpg class="icon") | | 2019 | 12.36 | 11.24 | 4.15 | 30.19 | 1.89 | 17.13 | 2.75 | Mid-Boom | Lifting Keel | Dual Spade Dual Helm | Cutter | Aluminum | | | | | | | | | | | | | | | | | | | | |
| Hans Christian 41 | Bluewater | ![](exterior/hans-christian41.jpg class="icon") | | 1985 | 12.44 | 11.23 | 4.04 | 46.20 | 1.62 | 17.11 | 1.88 | 2/3 Boom Traveller on Coachroof | Long Chord Fin | Full Skeg | Cutter | |
| Sceptre 41 | Bluewater | ![](exterior/sceptre-41.jpg class="icon") | TRUE | 1982 | 12.50 | 10.97 | 3.86 | 30.12 | 1.83 | 16.74 | 1.74 | Mid-Boom Traveller | Fin | Full Skeg | Cutter | |
| Moody 41 DS | Coastal | ![](exterior/moody41ds.jpg class="icon") | TRUE | 2019 | 12.52 | 11.42 | 4.20 | 30.09 | 1.90 | 16.90 | 2.14 | Mid-Boom | Bolt-on Fin | Spade | Solent | |
| Victoire 1270 DS | Bluewater | ![](exterior/victoire-1270-decksaloon.jpg class="icon") | TRUE | 1997 | 12.70 | 10.00 | 3.64 | 31.80 | 1.77 | 22.55 | 1.7 | Boom-end Traveller Before Helm | Fin | Full skeg | Cutter | Traveller cuts right in front of companionway. Galley and second saloon below |
♥| Tanaya Vancouver 42 | Bluewater | ![](exterior/vancouver42.jpg class="icon") | | 1979 | 12.73 | 10.06 | 3.81 | 43.77 | 1.63 | 14.13 | 1.77 | Mid-Boom Traveller | Encapsulated Long-chord Fin | Full Skeg | Cutter | 4 pilothouse builds exist, look more like motorsailers |
♥| Moody 42 | Bluewater | ![](exterior/moody42.jpg class="icon") | | 1977 | 12.74 | 10.59 | 4.06 | 32.23 | 1.85 | 14.63 | 1.68 | Boom End Traveller Aft of Helm | Fin | Full Skeg | Ketch | Like Amel, the outside helm is covered on three sides and top but not a closed deckhouse
♥| Valiant 42 | Bluewater | ![](exterior/valiant42.jpg class="icon") | | 1992 | 12.80 | 10.52 | 3.89 | 34.87 | 1.76 | 16.37 | 1.83 | Mid-Boom Traveller | Encapsulated Fin | Full Skeg | Cutter | Aft-center cabin |
| Nordship 420 DS | Bluewater | ![](exterior/nordship420ds.jpg class="icon") | TRUE | 2004 | 12.80 | 10.80 | 4.00 | 29.95 | 1.89 | 18.53 | 1.90 | Boom End Traveller Before Helm | Bolt-on Fin | Spade | Sloop | Galley is below. Numbers are from 40 DS, which has near identical specifications |
| Bavaria Vison 42 | Coastal | ![](exterior/bavaria-vision42.jpg class="icon") | | 2014 | 12.80 | 11.40 | 4.05 | 27.46 | 1.91 | 19.59 | 2.07 | Mid-Boom Bridle | Bolt-on Fin | Spade | Sloop | |
| Pacific Seacraft 40 | Bluewater | ![](exterior/pacific-seacraft-40.jpg class="icon") | | 1997 | 12.85 | 9.53 | 3.79 | 37.50 | 1.73 | 16.33 | 1.85 | Mid-Boom Traveller | Fin | Full Skeg | Cutter | |
♥| Contest 42 CS | Bluewater | ![](exterior/contest42cs.jpg class="icon") | | 2013 | 12.85 | 11.76 | 4.15 | 35.90 | 1.74 | 18.17 | 2.20 | Boom End, Sole Before Helm | Bolt-on Fin | Spade | Sloop | Semi-custom |
| Southerly 42S | Bluewater | ![](exterior/southerly42.jpg class="icon") | TRUE | 2019 | 12.90 | 11.11 | 4.06 | 32.52 | 1.81 | 14.90 | 2.70 | Boom End Traveller Aft of Helm | Swing | Dual Spade | Solent | Chart table can see out, rest of saloon is too low (but lots of light), galley has no windows |
♥| Sirius 40 DS | Bluewater | ![](exterior/sirius40ds.jpg class="icon") | TRUE | 2015 | 12.90 | 11.17 | 4.08 | 32.55 | 1.82 | 16.20 | 1.45 | Boom End Binnacle Before Block | Bolt-on Dual, many other options | Partial Skeg | Solent | Semi-custom, center cabin. Tight saloon at anchor, but cabins feel like a 45' to 50' yacht |
♥| Hallberg-Rassy 42 E | Bluewater | ![](exterior/hallberg-rassy42e.jpg class="icon") | | 1980 | 12.93 | 10.50 | 3.78 | 37.20 | 1.69 | 15.83 | 2.05 | Boom End Traveller Aft of Helm | Encapsulated Long-chord Fin | Partial Skeg | Ketch | Center cockpit |
♥| Wauquiez Pilot Saloon 42 | Bluewater | ![](exterior/wauquiez-ps42.jpg class="icon") | | 2018 | 12.99 | 11.79 | 4.34 | 29.96 | 1.91 | 17.56 | 1.65 | Mid-Boom Bridle | Bolt-on Fin | Dual Spade | Sloop | Giant windows, but not a true deck house--can't see out from chart table and poor forward visibility |
| Hallberg-Rassy 40C | Coastal | ![](exterior/hallberg-rassy40c.jpg class="icon") | | 2020 | 13.06 | 11.74 | 4.18 | 28.80 | 1.90 | 18.59 | 1.92 | Boom End Traveller Aft of Helm | Bolt-on Fin | Twin Spade | Sloop | Center cockpit |
| Elan GT5 | Coastal | ![](exterior/elangt5.jpg class="icon") | | 2017 | 13.20 | 11.58 | 3.91 | 24.89 | 1.92 | 17.44 | 2.44 | Mid-Boom Traveller | Bolt-on Fin | Dual Spade | Sloop | Elan describes this as a deck saloon, but it just has a lot of headroom; the saloon is way below deck |
| J/42-2 | Weekend | ![](exterior/J-40-2.webp class="icon")| | 2024 | 13.21 | 11.25 | 3.86 | 22.89 | 1.98 | 25.20 | 2.19 | Boom End Traveller Before Helm | Bolt on fin | Spade, Dual Helm | Fractional sloop |
| Southerly 420-2 | Bluewater | ![](exterior/southerly-420-2.webp class="icon") | | 2025 | 13.30 | TBD | 4.03 | TBD | TBD | TBD | 0.84 | 75% Boom Arch Bridle | 2.72m Swing | Dual Spade | Masthead Sloop | Near-miss on pilothouse; nav desk lacks forward visibility!
♥| Rustler 44 DS | Bluewater | ![](exterior/rustler44.jpg class="icon") | TRUE | 2007 | 13.50 | 11.04 | 4.20 | 36.72 | 1.77 | 16.45 | 2.10 | Boom End Traveller Aft of Helm | Bolt-on Long-chord Fin | Full Skeg | Cutter or Solent | Galley is below |
| Heyman 42 PHH | Coastal | ![](exterior/heyman-42phh.jpg class="icon") | | 2023 | 13.52 | 11.38 | 4.30 | 27.75 | 1.95 | 19.01 | 1.55 | Mid-boom Bridle | Bolt-on Fin | Spade | Solent | Deck saloon but not pilothouse--can't steer from inside, no navdesk
| Outbound 44 | Bluewater | ![](exterior/outbound-44.jpg class="icon") | | 2024 | 13.64 | 12.27 | 4.11 | 32.49 | 1.78 | 18.87 | 1.98 | Mid-Boom Traveller | Bolt-on Fin | Spade | Masthead sloop |
| Moody 45 DS | Coastal | ![](exterior/moodyds45.jpg class="icon") | TRUE | 2010 | 13.72 | 12.93 | 4.57 | 29.15 | 1.93 | 17.55 | 1.99 | Mid-Boom | Bolt-on Fin | Dual Spade | Sloop | Galley/saloon feels like a catamaran |
| Xc 45 | Bluewater | ![](exterior/xyachts-xc45.jpg class="icon") | | 2008 | 13.86 | 12.76 | 4.32 | 30.72 | 1.85 | 20.44 | 2.20 | Mid-Boom | Bolt-on Fin | Spade | Sloop | Performance with real off-shore stability. | |
♥| Tartan 455 | Coastal | ![](exterior/tartan-455.webp class="icon") | TRUE | 2020 | 13.87 | 12.04 | 4.29 | 28.46 | 1.91 | 18.01 | 1.98 | 70% Boom Coachroof Traveller | Bolt-on Fin Bulb | Dual Helm Single Spade | Solent | |
♥| Hylas 46 | Bluewater | ![](exterior/hylas46.jpg class="icon") | | 1996 | 14.10 | 12.19 | 4.19 | 31.25 | 1.82 | 20.49 | 1.98 | Boom End Traveller Aft Helm | Bolt-on Fin | Partial-skeg Spade | Cutter | Center cockpit can be fully enclosed with hard dodger and plastic sides |
♥| Hans Christian 39 Pilothouse | Bluewater | ![](exterior/hans-christian39ph.jpg class="icon") | TRUE | 1978 | 14.02 | 10.06 | 3.81 | 39.98 | 1.66 | 17.86 | 1.83 | 3/4 Boom Coachroof Traveler | Encapsulated Full | Full Skeg | Cutter |
♥| Garcia Exploration 45 | Bluewater | ![](exterior/garcia45.jpg class="icon") | TRUE | 2014 | 14.21 | 12.57 | 4.44 | 32.79 | 1.84 | 15.54 | 2.90 | Mid-Boom Bridle | Centerboard | Dual Spade | Solent | Aluminum. Extremely hardcore |
| Bestevaer 45 | Bluewater | 
| TRUE | 2016 | 14.25 | 13.00 | 4.05 | 33.43 | 1.72 | 13.33 | 2.95 | 3/4 Boom Coachroof | Lifting Keel | Dual Spade on Tiller | Aluminum hull. Oddly inefficient layout; 45' is the smallest that even has cabin doors, and default pilothouse lacks a navdesk.
| Island Packet 439 | Bluewater | ![](exterior/island-packet-439.jpg class="icon") | | 2021 | 14.33 | 11.61 | 4.37 | 35.01 | 1.81 | 18.03 | 1.52 | Mid-Boom Traveller | Encapsulated Full | Full Skeg | Cutter or Solent | Semi-custom. Great cruising systems. |
♥| Nordship 500 DS | Bluewater | ![](exterior/nordship-500ds.webp class="icon") | TRUE | 2021 | 14.95 | 13.00 | 5.00 | 38.70 | 1.78 | 18.78 | 2.35 | End-Boom Traveller Before Helm | Bolt-on Fin, many other options | Spade | Sloop | Center cockpit |
♥| Kraken 50 | Bluewater | ![](exterior/kraken50.jpg class="icon") | TRUE | 2021 | 15.24 | 13.68 | 4.50 | 37.15 | 1.73 | 19.77 | 2.30 | Boom End Traveller Aft of Helm | Encapsulated Fin | Full Skeg | Solent | Center cockpit. Well-considered ocean ready systems. Saloon cannot see out windows, but chart table can. |
| Pegasus 50 | Coastal | ![](exterior/pegasus-50.webp class="icon") | TRUE | 2020 | 14.98 | 14.12 | 4.83 | 22.42 | 2.11 | 24.67 | 2.30 | Boom End | Encapsulated Fin | Dual Spade, Dual Helm | Solent | Hard dodger and bimini |
I'm not recommending these particular boats, although each certainly has something to commend it for different types of sailing. As you can read in the following notes, I'm also not suggesting that it is a good idea to make decisions based on these numbers without getting on the boats in person and considering many other factors. Instead, I found it useful to see this data side by side for holding that up against other observations.
The metrics listed here are the ones I use for rough comparison of cruisers before making a more nuanced evaluation of those that seem interesting. These metrics and the notes reflect some of what is important to me for shorthanded and solo coastal cruising in the higher end of mid latitudes. They aren't universal boat evaluation properties. I like a boat good for sailing the coasts of Maine, Vancouver Island, or the Baltic by myself. That's different from what you might want as a couple in the Bahamas, two couples cruising the Mediteranean, or frequent open ocean passages.
Boat yards go out of business and brands are bought and consolidated. Beware that even some of the recently introduced models listed above are either no longer available new. Or, they may be available but the ownership of the yard has changed hands. The previous reputation may no longer apply to new production standards, for better or for worse.
My interpretation of the role this boat is suited for based on its specifications and target market. My role ratings are subjectively conservative.
Many production boats are promoted by the manufacturer as cruisers. And those are heavily used for cruising in warm, calm waters. Yet in most cases I've rated these as "Weekend" boats. I agree that they probably are great as charters for fair weather experiences.
However, for a "Coastal" role, I'd have to be confident cruising on a boat during early spring in the Baltic, around Vancouver Island, or being caught off New England in a storm. In that case the sea state could build to a few meters of waves, and the wind and current might be severe. Hitting an occasional sunken log or rock isn't out of the question, nor is trying to cope with an equipment breakage while short handed in rough conditions. Most midrange production cruisers aren't really up for this kind of treatment.
I've also listed many boats as Coastal that are officially Ocean rated (what I call "Bluewater" to distinguish from the legal rating). In practice, sea kindliness, a hull and rig built to handle knockdowns, excess stability, and safety features beyond the metrics are needed for reliable open ocean passages.
Of course, with care and luck, any boat can cross an ocean. With persistence or desperation, any boat can be lived aboard. And if you don't care about winning, any boat can race.
Weekend : Good for a weekend getaway sleepover, day sailer, occasional racer, or week-long fair-weather coastal cruising and island hopping. Frequently, these boats are designed for Mediterranean and Caribbean charter. They have lots of open saloon space for socializing, many cabins for guests, and as a tradeoff have less storage and galley functionality. The boat is probably faster than a Coastal boat but less stable.
Coastal : Suitable to live aboard, supports weeks to months coastal cruising, and appropriate for short open ocean passages in carefully chosen weather windows. Usually less spacious and more pragmatic inside than a Weekend boat. This is a blend of Weekend and Bluewater properties and may have a shallower draft than either to support getting in to shallow anchorages.
Bluewater : Can cross oceans, safely handle heavy weather, suitable to live aboard full time. Some (such as Southerly) lean more towards bulletproof coastal cruising and others (such as Kraken) towards true exploration, including handling ice in high lattitudes. At the midsize, a Bluewater boat necessarily sacrifices quality of life at anchor. It has a more cramped accommodation and imposing overbuilt systems compared to a Coastal boat.
You can judge for yourself. Hover over or click on the images to zoom in. As much as possible, I selected photographs of the boats under sail, from the perspective of another nearby boat on the beam, and with cruising dodgers, biminis, and solar panels. That gives a fairly accurate comparison of what what the boat actually looks like to others when on the water for coastal cruising.
In contrast, every sailboat looks best charging at the camera and from above, while flying a spinnaker or racing sails and heeled over, stripped of the ungainly exterior fittings necessary for cruising.
|  |  | |
| A Bavaria C38 catalog shot: stripped down, heeling under carbon sails in 18 kts of breeze. | Compare to the same model actually cruising in charter, with dodger, bimini, solar, and tender motor sailing in 5 kts. |
Sometimes form follows function, and sometimes not for boats. What looks high performance or sturdy may not actually be so in boats. So, I don't read too much into the appearance, even though I love an attractive yacht that is well-suited to its chosen role.
There are a few common styles that designers lean into for different markets. Here's what the styling says to me (even if the boat may or may not deliver in its performance):
Racer : Looks stripped down and built for speed. Like a Ferrari, Pagani, or other supercar and probably built with the same carbon fiber.
Performance Cruiser : Modern styling and looks fast enough, but also comfortable. What most people expect a sailboat to look like. Midrange practical sports car equivalent, like a BMW.
Classic Cruiser : Respectable 1970s cruiser lines. Old-school but attractive. Like the Volvo or Saab of boats.
Pilothouse Cruiser : Pragmatic trawler appearance for good protection in weather and interior headroom and visibility at the expense of performance lines. If it was a car, it would be a minivan.
Expedition : Combines styling cues from the above three with high-lattitude looks to turn pragmatic into more adventurous appearance. Wouldn't be out of place in a National Geographic special. This is the offroad SUV of boats.
Luxury : Styling cues that invoke a baby superyacht of the rich and famous, usually Performance Cruiser styling taken to the next level. Like luxury performance sedan: Jaguar, Aston-Martin, etc.
Can this boat be piloted from inside a protected, heated deckhouse/pilothouse with a chart table? Some boats have very large windows, but they are intended more as skylights than for standing watch inside. The traditional pilot house looks like a shed on top of the cockpit. Modern designs improve on this with a decksaloon that includes nav station steering and 180 degrees or better visibility.
For a weekend sailer, a deckhouse is more often a drawback than a feature. That's because a high coachroof reduces the external visibility when at the helm.
For extended cruising, especially in mid and high lattitudes, being able to stand watch inside is extraordinary. It reduces fatigue and increases safety in storms offshore.
Many of the boats that enable deckhouse piloting also have raised saloons, making daily living aboard brighter and more welcoming. The Sirius boats go one further and raise the galley as well.
Year of first production. Very recent boats haven't had the design validated in practice and may have years of shakedown refinements and wisdom still coming. Much older boats may be missing out on newer advances in materials and systems, as well as hull shape refinement.
It is common to refresh a design every few years. When doing so, many builders update their boats under the same name, so the first year of production may be misleading. For example, there are many variants of the Dehler 34 (I list a few above) that Dehler refers to by the same model name. Some manufacturers distinguish by "Mark II", "Mark 3", etc. names. Beneteau and Jeanneau use unique numbers now for their boats.
Length overall, which may include bowsprits, rear arches, and davits. This affects maneuverability, safety for shorthanded sailing, maintenance cost, and moorage cost. The cost of ownership, weight, and volume are all nonlinear in the overall length. Conventional wisdom is that 35-42' (10.5-12.5m) is the sweet spot for a couple. A solo sailor should err on the shorter side, and for coastal cruising might save a lot of cost and hassle by staying below even 35' feet. At the other end, a family or two couples of experienced sailors might find a 50' more comfortable and quite manageable.
Length is seductive because modern ocean boat ranges start large and get larger quickly, and adding a few more feet often adds desirable amenities. But, the classic wisdom is "buy the smallest boat that you can afford," and it holds very true. The purchase price of a boat is neither the primary cost factor nor should it influence practicality and safety.
A 40' boat will likely cost
In contrast, a 50' cruiser from the 1970s cruiser might have a relatively narrow beam and low freeboard, so its mass and volume are more directly proportional to length. 36' today may be equivalent living space to 50' from then.
Where the boat is to be sailed significantly affects how much size is appropriate. For a modern hull design, I would not go over 11.5 m / 38 ft LOA for single handing, or sailing with an inexperienced crew, when near shore. On the open ocean, 11 m feels very small and a good sailor could handle a much larger boat and benefit from it.
In the open ocean the waves are large, there are no obstructions, and there is often plenty of time to make adjustments. A larger boat will be easier to handle in poor weather and provide more room for provisions and equipment offshore. It will typically make better time for passages and thus also be safer for avoiding bad weather.
Size and mass are a different matter near shore or in an emergency. When anchoring, navigating a marina and docking, or handling emergencies, 11 m boats are about the largest I feel confident using under adverse conditions.
A smaller boat reacts faster, has controls closer at hand, and presents forces that are more likely within the range that a human (or a human reasonable with mechanical leverage) can affect practically. If a winch jams or line breaks, or mooring goes disastrously wrong I can apply brute force on a boat or ad hoc solutions on an 11 m boat to resolve the issue in the moment. I can hold the boat off a dock by hand or walk it in and out in a few knots of wind. In a pinch, can tow into a marina from a rowboat in calm conditions and a single person can warp or kedge as needed. A sheet or halyard can be lashed off to a rail or cross-sheeted if a jammer or winch breaks, and it isn't going to apply such large forces that I can't get away with this. With a stack pack and lazy jacks one sailor can raise, lower, or reef the mainsail themselves in about a minute.
In contrast, if you need a bow thruster to dock your boat, an electric winch to raise its sails, and several minutes to reef, then shorthanded sailing runs a constant risk of being caught out when in an emergency situation.
Length of the waterline, which affects hull speed and performance.
Maximum width of the boat. This affects accomodation volume, stability, and maneuverability in a marina. A wider boat has more initial stability but is less stable once it begins to be knocked down.
This is referred to as "Sail Area to Displacement", but is not a direct ratio. The equation, using upwind sail area, is:
\begin{eqnarray}
\nonumber
\mbox{"SA/D"} &=& \dfrac{\mbox{sail area} ~ [\mbox{ft}^2]}{\left(\mbox{displacement} ~ [\mbox{ft}^3]\right)^{2/3}} \
\nonumber\
\nonumber
&=& \dfrac{\mbox{sail area} ~ [\operatorname{ft}^2]}{\left(\frac{1}{64} \mbox{displacement}[\operatorname{lbs}]\right)^{2/3}} \
\nonumber\
\nonumber
&=& \dfrac{\mbox{sail area} ~ [\mbox{m}^2]}{\left(\frac{1}{141}\mbox{displacement}[\mbox{kg}]\right)^{2/3}} \
\nonumber\
\nonumber
&=& \dfrac{\mbox{sail area} ~ [\mbox{m}^2]}{\left(\mbox{displacement}~[\mbox{m}^3]\right)^{2/3}}
\end{eqnarray}
Higher is generally better for making way under sail, but a high performance boat may be harder to handle in foul weather.
A common interpretation is:
Below 15 : Under powered/motor sailer
15 to 18 : Reasonably good performance for cruising
Above 18 : Racing, high performance
However, SA/D numbers have huge error bars because the headsail area is variable. Cruisers are often quoted with their working jib instead of the genoa they'd use in typical 10 kt wind. That genoa might add another 30% total sail area and thus 30% higher SA/D. It is also a coarse measure because it does not consider the hull's shape, only its displacement.
The ideal information for analyzing true performance is a polar plot computed for the boat with the appropriate sails for different wind conditions and wind strengths. That shows how fast the boat moves at different points of sail, which can vary radically across boat designs. Also consider the ability and size of the crew, the load, and the sea conditions under which you expect to sail, which can affect performance as much as the rig and wind.
In the US units version of the SA/D equation that measures displacement in pounds, I believe that the division by 64 is a conversion from weight to cubic feet of displacement based on the specific gravity of water. The 2/3 power is then converting the cubic feet of displacement volume to square feet of effective wetted area, producing a unitless ratio.
Note that all monohulls in displacement mode (and laden cruisers don't plane upwind) have an effective maximum hull speed in knots through the water of
\begin{equation}
1.3 \sqrt{\operatorname{LWL}[\mbox{ft}]} = 2.4 \sqrt{\operatorname{LWL}[\mbox{m}]} = \sqrt{\frac{\operatorname{LWL}~[\operatorname{m}] \times g}{2\pi}} \approx 8 \mbox{kts},
\end{equation}
where
$\mbox{CR} = \dfrac{\mbox{displacement}[\mbox{lbs}]}{0.65 \left( \left( 0.7\mbox{LWL}[\mbox{ft}] + 0.3\mbox{LOA}[\mbox{ft}]\right) \times (\mbox{beam}[\mbox{ft}])^\frac{4}{3}\right)}$ $= \dfrac{\mbox{displacement}[\mbox{t}]}{89.6 \times \left(\left( 0.7\mbox{LWL}[\mbox{m}] + 0.3\mbox{LOA}[\mbox{m}]\right) \times \left(\mbox{beam}[\mbox{m}]\right)^\frac{4}{3} \right)}$
Higher is generally better. Note that "comfort" for a boat reflects the motion in waves, not the level of luxury or whether you'll enjoy sitting on it.
This ratio was created by Ted Brewer as a measure of motion comfort in waves. It was initially something of a joke and then later found to be genuinely informative. It provides a reasonable comparison between yachts of similar size and type.
- Below 20 = lightweight racing boat;
- 20 to 30 = coastal cruiser;
- 30 to 40 = moderate bluewater cruising boat;
- 40 to 50 = heavy bluewater boat;
- Over 50 = extremely heavy bluewater boat.
Beware that for cruisers, the displacement listed for the boat is probably when it is empty. Once tanks are full, the anchor and chain are added, and provisions and gear are loaded aboard the boat gains a lot of weight. So, the comfort ratios are generally conservative and lower than what is accurate.
$\mbox{CSF} = \dfrac{4 \times \mbox{beam}[\mbox{ft}]}{\left(\mbox{displacement}[\mbox{lbs}]\right)^\frac{1}{3}} = \dfrac{15.868 \times \mbox{beam}[\mbox{m}]}{\left(\mbox{displacement}[\mbox{t}]\right)^\frac{1}{3}}$
Measurement of stability for open ocean (large wave) sailing developed by the Cruising Club of America. The CSF compares beam with displacement since excess beam contributes to capsize and heavy displacement reduces capsize vulnerability. Basically, a monohull is more stable with a narrow beam and a heavy keel for both resisting knockdown and recovering from it.
Lower CSF is better, and a rating less than 2.0 is considered the threshold for ocean passages (vs. coastal cruising).
There are many factors in stability and this is only a coarse guide. The hull shape, weight aloft and sail shape, and ballast distribution have a large effect. The real information desired is at what heel point the boat capsizes, how well it recovers from a knockdown, and how well it recovers (or whether it can recover at all) from a roll. These are measured by the angle of vanishing stability, the area of negative stability, and overall GZ curve.
Unfortunately, these metrics are not easily available for all boats and are not as simple to filter on for a first cut. Any Category A-rated yacht must have at least a 130 degree AVS. Most will also have maximum righting moment close to 60 degrees.
Note however, one of the advantages of coastal cruising is that extreme conditions can usually be waited out rather than navigated. Overbuilding for waves and wind they'll never sail in at the expense of better performance or accomodations is not a good tradeoff for most owners.
How far the boat (mostly, the keel) sticks down under the waterline. For many boats there are a few keel depth options at build time. Some also have lifting or swing keels that can become much shallower when anchoring or motoring in coastal areas. In general, a higher draft is more stable and faster upwind. A lower draft is more practical for tidal and shallow coast areas.
How is the mainsheet attached and trimmed?
Mid-Boom sheeting keeps the cockpit completely clear of the sheet, so is convenient for life at anchor and safer in an uncontrolled gybe when sailing.
Boom end sheeting provides better leverage and imposes less bending on the boom, so is preferred in heavy weather to mid-boom. Boom end sheeting combined with attachment behind the helm station or on an arch combines some of the safety of mid-boom sheeting with the strength of the boom end.
Coachroof sheeting is hard for the helmsperson to handle without using autopilot, and so is not ideal for solo or even shorthanded sailors. However, it is very convenient and safe for keeping the working part of the mainsheet completely out of the cockpit.
A traveller gives more sail control than a single point. It makes it easy to quickly spill the main in a gust and allows independent downward and inward trim of the main.
A single point main sheeted to the cockpit sole in front of the helm is potentially the most dangerous. In an uncontrolled gybe, the working part of the sheet can sweep the entire cockpit.
My preference is boom-end sheeting on a traveller behind the helm. That is relatively safe and strong, as well as suitable for shorthanded sailing. The helmsperson can spill air themselves by freeing the traveler in a gust, and is able to trim the sheet without moving far from the helm. This configuration is only possible when the boom extends past the helm. The primary drawbacks are that this blocks access to the stern of the boat when leaving, and can limit the options for a bimini for weather protection for the helmsperson.
What type of keel does the boat have? There are two main issues. Attachment type and shape.
An encapsulated keel is stronger than a bolted on one. Beware that "encapsulated iron" is not an encapsulated keel. That is a keel where the iron ballast is sealed in to prevent rust. Some people would not sail bluewater passages with a bolt on keel. There are many styles of bolt on keel, with radically varying strength and inspectability.
There are three major keel shapes. A fin keel provides better upwind pointing and is much easier to maneuver in a marina. A full keel provides better heavy weather control and leads to more comfortable motion. A long-chord fin keel is a compromise between the two, and is similar to a full keel with a cut away forefoot.
Some boats do not have fixed keels. Various forms of centerboard and lifting keel allow the boat to moor in shallow areas or dry out with the tide. A keel that moves is of course a very serious potential failure point, although many expedition yachts still opt for them.
Dual keels are dual side-by-side keels. These allow a boat to dry out without being attached to a wall (for maintenance or mooring in shallow water or high tidal areas) and generally give good stability with shallower drafts than a single keel. If they do run aground while traveling upwind they may free themselves, as they have less draft when upright then while heeled. However, running aground downwind is far worse because the boat can't be heeled to free it.
Modern twin keels are efficient and manufactures claim that their performance is equal to fin keels 123. However, older long-chord twin keel designs significantly limited pointing when sailing upwind. These are often also called bilge keels, but technically bilge keels are a similar pair of short keels for stabilization in addition to a central keel.
Shallow keels often have a bulb to reduce tip vortices and increase keel ballast and righting moment without a deep draft. Full and long-chord keels are naturally shallower than fin keels because they distribute their mass along the length and do not need as much depth.
A skeg-hung rudder is protected from underwater collision damage and stronger under high loads than a spade rudder. Some people consider a boat without one unacceptable for coastal, let alone bluewater cruising.
Dual rudders (twin rudders)provide better steerage and can help prevent broaching when heeling, and may be more efficient. Dual rudders are harder to maneuver backwards under power when docking because they receive no prop wash. Some dual rudder designs provide redundancy in the event of certain kinds of steering failure.
Sloop rigs are the default today. A full or masthead sloop rig has the forestay at the top of the mast and is more popular for older cruisers. A fractional mast moves the forestay down the mast, which allows more mast bend and control over sail shape for performance. The fractional rig requires more complex side and backstays.
Solent rigs are sloops with multiple forestays close together. That allows changing sails by furling and unfurling instead of going forward to the bow. They have the drawback that only the innermost sail can be tacked; the others have to be furled for each tack!
A cutter rig has an inset forestay to avoid the tacking problem with multiple headsails, and even allows multiple headsails to be flown together. They are beautiful and can be very effective, but are compromised for smaller boats. They only work on a small boat with a correspondingly small stormsail, and the extra deck bracing reduces headroom in the forward cabin. For larger boats, the cutter stay usually requires more complicated running backstays to adjust and handle the fractional mast point tension.
Ketches and yawls are almost impossible to find in production today. They are great for shorthanded and heavy weather cruising, but require more work to sail than a sloop and double the mainsail and rigging maintenance costs.
There are other derived metrics that help track boat motion and performance, such as S#, Ballast/Displacement, and Displacement/Length. I find that the SA/D, Comfort, and Capsize tend to capture most of this at a high level when comparing across a large number of boats.
Consider the numbers reported to have large error bars for three reasons. First, they vary for a given boat across exact models and are measured differently by different manufacturers. Second, they are reported differently across source sites.
Third and most important, the numbers don't exactly correspond to the properties of the boat. For example, a boat with a longer waterline should have a higher hull speed. However, that waterline varies with how the boat is loaded and how much it is heeling, and its impact on hullspeed is affected by the bow and stern profiles.
The derived quantities such as "comfort ratio" (which is itself a controversial metric) and "capsize screening formula" help compare similar boats with significant differences in those values, but are not comparable across radically different types of boats. They are also not so accurate that a few percent difference actually indicates an advantage.
You may notice that this list favored boats that are currently in
production. These tend to take advantage of modern advances and are
frankly luxurious by older cruising standards.
Buying a used boat and upgrading it is more common than buying a new boat. There are a large number of 1970s and 1980s cruisers in the 30-40' range available. Many of those older boats are far better designed for shorthanded bluewater passages at that size than newer boats. They are also 10-30x less expensive than newer boats at the same length!
However, while there is a lot of stock generally available, any specific classic cruiser can be hard to find in good condition. When found, they'll likely be highly modified from their original specifications, too, making a table of metrics less useful. So, I do not list many older boats beyond the key representatives shown. That isn't to say that one shouldn't seek out a boat from the golden age of cruising. It is just that shopping for a specific one is very difficult, and being open to a wider range of options becomes important.
I also favor recent designs because there were some radical advances in cruisers around 2000, and then again around 2018. New materials and computer simulation and modeling enabled great improvements in safety (...or cost; vendors made different tradeoffs), features, and usable interior volume. There is often a very large difference between a 1990 boat, a 2005 boat, and a 2020 boat even from the same vendor.
Unfortunately, as designs and materials advanced, the market also shifted towards larger, luxury boats and charter boats. The sweet spot of 30' to 40' shorthanded cruisers is not as well populated as it once was. Boats are quickly getting larger and more expensive.
Older boats had traditional sterns. These usually slope down under the boat towards the water, inverted backwards towards the water, or formed a canoe shape. Each has advantages, and they generally are about performance and protection while sailing, especially in rough conditions.
When at anchor or carrying a dinghy on davits for coastal cruising between anchorages, other considerations come into play. Many designers have switched to "sugar scoop" cutouts from reverse raked sterns, or opted for flat sterns with fold-down swim/boarding platforms. These provide easier access to the water for swimming or launching a dinghy from davits, as well as better access to the dinghy in the water or the dock itself for boarding and loading provisions
Especially on an aft-cabin boat with correspondingly high freeboard, it can be very hard to load provisions at the side of the boat from a dinghy. A stern that trades some performance or volume for convenience here can benefit a cruiser.
Cost is the most significant factor when choosing a boat, and one not addressed here. It varies across the boats listed from about US$40k to well over US$1M. I don't list the prices because they are highly variable for used boats based on location and condition. For new boats prices vary based on the market and production costs.
Ultimately, a boat costs far more in operating costs than it does to purchase, so even the purchase cost would be misleading as to the cost of ownership.
The following is a brief overview. See also the full article discussion of cruiser accommodations and the many options and issues to consider.
Interior layout is of course crucial for cruising, however, it varies so much across boats of the same model due to options and owner modifications that I did not list them. Most of these boats have two cabins with double berths, fore and aft, and the seating in the saloon serves as an additional single berth. Classic cruisers may have multiple center berths in the saloon area.
There are three interesting layout exceptions. Sirius boats have a central cabin underneath the saloon in addition to the optional aft cabin. Moody DS boats also have one or two central cabins under the saloon, but no aft cabin. Valiants and Vancouvers have a front cabin, a central cabin/pilot berth at the foot of the companionway, and no aft cabin.
A central berth, in a cabin or on the saloon seating, is the best place to sleep when on a passage or at a poorly protected anchorage. The boat's rotational motion is minimized there, close to the center of mass. The sound of waves on the bow and stern is far away, there's maximal headroom, and there's probably easier access to the heads and companionway.
A large separate shower and toilet area are desirable for coastal cruising in protected water and living at anchor. But for sailing in wet and cold conditions, having the toilet close to the companionway avoids crossing the saloon in wet gear or while being tossed around. A toilet facing fore or aft and surrounded with close bracing can be used safely and on either tack while heeling. A separate shower is nice even underway for keeping the toilet area dry, but it also needs to have seating to be used safely.
Similarly, at sea or in poorly protected anchorages a tight U-shaped galley with a bracing strap is safe. In a protected anchorage, more counterspace and storage in the galley is better.
A sink closer to the center of the boat drains better when heeling, but most layouts conserve center space by pushing the sink towards the outside of the hull.
Hull thickness is important in areas with significant underwater obstructions or ice.
There are several tradeoffs in how a mast is stepped. A deck stepped mast is good for performance because it is flexible, and leaves more room for accomodation below decks.
A keel stepped mast has advantages in failure conditions. It is less likely to fail catastrophically when stays are lost. If it breaks in a severe storm at sea, it is more likely to leave a stump up to the first spreader that can be jury-rigged to sail to safety.
However, if a keel stepped mast completely fails, then it will rip a hole in the coachroof. This will happen in the kind of conditions where it is very dangerous to not be able to seal the boat, because it is rolling over or taking on seas.
Everything about boat design is a tradeoff between performance, cost, safety, crew required, manueverability in port, maintainability, and so on. A boat that is OK at everything excels at nothing. A boat that is very fast is probably uncomfortable in heavy seas and impractical for extended cruising. A hardcore bluewater cruiser is likely overbuilt and compromised for weekend trips and daysailing.
For example, my ideal cruiser would have the rig and keel of Rustler or Island Packet, the class and exterior styling of Wauquiez, the interior magic and bulletproof hull of Sirius, the performance and internal systems of Kraken, and the price and availability of Jeanneau. It's simply not possible to combine any two of those, let alone all of them. Each of those yards specializes in something and compromises other areas in order to excel.
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