centreboard yachts

What is a Sailboat Centerboard?

Last Updated by

Daniel Wade

June 15, 2022

A sailboat centerboard is a retractable fin that protrudes from the bottom of the hull. The centerboard keeps the boat stable and on course.

Centerboards are an important and often overlooked part of a sailboat, but they're essential to stability and effective navigation. Centerboards perform the function of a keel and keep the boat on course regardless of wind direction. Centerboards are primarily found on small trailerable vessels, which vary in length from 12 to 25 feet.

Table of contents

How a Centerboard Works

Centerboards look similar to fin keels, but they have one notable difference: they're retractable. Small sailboats use centerboards for stability and to keep a straight course, especially when sailing windward .

Technically speaking, a centerboard is a rudimentary form of a hydrofoil. In practicality, it's like a rudder that always stays amidships. This is beneficial, as it forces the boat to track a straight course regardless of what direction the wind is blowing.

Without the centerboard, the wind would push the sailboat in whatever direction it was blowing. Tacking would be nearly impossible, and attempting to sail windward could simply knock down the boat. In this sense, the centerboard performs the same function as a fixed-keel.

Centerboard Sailboat Characteristics

Centerboard sailboats are typically less than 25 feet in length and designed for shallow water. In fact, centerboard boats are perfect for shallow water. Cruising in lakes and rivers is a joy with a centerboard boat, as the board can be retracted for towing, beaching, or skimming over shallow water. Centerboard sailboats are the ultimate shoal-draft vessels.

Centerboards descend from a hollow cavity in the center of the boat. This cavity is called the centerboard trunk. Some centerboards are removable and slide vertically into the centerboard trunk. Others are hinged or enclosed, allowing them to be raised and lowered from inside the cabin without removal.

Removable Centerboards

Removable centerboards are usually found on the smallest sailboats. These blades tend to be roughly twice the length of how they look from under the boat. This is because the centerboard trunk has to be above the waterline. Remember, the centerboard trunk is effectively a hole in the boat, so it can't be the same height as the water.

Enclosed Centerboards

Enclosed centerboards are common on mid-sized and larger 'small' boats. They're especially common on vessels equipped with cabins. The primary benefit of an enclosed centerboard is water tightness, as the board is housed within a sealed centerboard trunk.

Enclosed centerboards can be raised and lowered from inside the cabin and never needs to be removed from the boat. They're also shorter (overall) than removable centerboards, as they don't mount to the very top of the high centerboard trunk.

The primary drawback of enclosed centerboards is increased complexity and access issues. But in most cases, small centerboard craft are not usually in the water long enough for severe growth issues. Additionally, retracting the board can protect it from excessive marine gunk.

Hinged Centerboards

Hinged centerboards (or 'swing keel' centerboards) are the most common enclosed variety. Hinged centerboards pivot on a forward hinge. They're long and thin and sometimes stow in a hidden centerboard trunk that's mounted to the bottom of the hull.

These 'stealth' centerboard trunks free up cabin space at the expense of a few inches of draft. Hinged centerboards offer an increased level of grounding safety, as they retract on their own if they hit the ground (instead of shearing off). It's the collapsing steering column of sailboat keels .

Advantages of Centerboard Sailboats

The primary advantage of a centerboard boat is its inherent shoal-draft capability. That means centerboard boats can go a lot closer to shore than fixed-keel vessels. They can even go on shore, and drying out during low tide is rarely hazardous. They sit upright on dry land, and they're easy to trailer around.

The cost to construct, own, and maintain a centerboard cruiser is often far less than a traditional fixed- keel sailboat . This is primarily because you usually don't need a crane to pull it out of the water. Centerboard boats are often small and light enough to leave on a trailer, and their small size avoids excessive marina fees.

Disadvantages of Centerboard Sailboats

Can you cross an ocean in a centerboard sailboat? Most would caution against it. Some would say, "absolutely not," but it has happened a time or two. The issues with centerboard sailboats are size, displacement, draft, and stability, which cause problems in rough weather.

Most centerboard sailboats are only comfortable in calm coastal and inland waters. Conditions aboard a shoal-draft sailboat in foul weather range from uncomfortable to downright perilous, which is a major tradeoff. Additionally, small centerboard sailboats typically lack the cabin and storage space necessary for seagoing provisions.

Also, most small centerboard sailboats simply aren't designed for extended cruising. Things like generators, VHF radios, large freshwater tanks, and bathroom facilities usually aren't up to the task on small boats.

Centerboard Sailboat Propulsion

The smallest centerboard sailboats, such as Sunfish and Laser racers, have no propulsion system other than the sail itself. However, anything beyond 15 feet in length will probably have some alternative propulsion. Small boats have an oar or two on board, but most utilize a 5 to 10-horsepower outboard motor.

Inboard motors are rare, but a one or two-cylinder marine diesel can sometimes be found below the cockpit of a centerboard cruiser. Some small 'motor-sailer' boats have inboard engines and a centerboard for sailing.

Best Centerboard Sailboats for Cruising

Centerboard sailboats are ideal for coastal and inland cruising, and many of these pocket-sized vessels include surprisingly comfortable accommodations. These aren't dinghies or converted rowboats; they're serious sailing vessels in a compact package. Here are a few of the best 'all-around' centerboard sailboats available today.

Catalina 22

The Catalina 22 is one of the most popular sailboats ever built. It has the profile of its larger cousins (like the Catalina 27) but features a compact swing keel centerboard instead of a fin keel . At 22 feet long, the Catalina 22 is about as hardy as centerboard cruisers get.

And thanks to its retractable hinged centerboard, there's enough cabin space for a V-berth, porta-potty, stove, sink, settee, and a convertible dining area berth. The trailerable Catalina 22 is widely available on the used market, often for entry-level pricing.

West Wight Potter 19

The West Wight Potter 19 is a small centerboard pocket cruiser with a cult following. It's a fiberglass V-bottom trailer sailboat with a spacious cabin, retractable centerboard, and foldable mast. This little cruiser is capable and convenient, and it's still produced today.

West Wight Potter sailboats are famous for being (quite literally) unsinkable. They're loaded with flotation foam and stay afloat even when completely flooded. Plus, they're easy to sail, and they have an enormous amount of natural stability.

The Hunter 22 is a remarkably well-balanced centerboard cruising boat. Like the Catalina 22, this Hunter sailboat features a compact swing-type retractable centerboard. It has a spacious cabin with room to accommodate the whole family on short voyages.

Hunter designed this compact cruising sloop with a masthead rig, which is simple to operate and robust. These vessels were only produced for a few years in the 80s, but variants are plentiful, and they're plenty of fun to sail.

Centerboard Vs. Fixed Keel

Are you interested in buying a sailboat ? Deciding between a centerboard and a fixed keel is an important decision that shouldn't be overlooked. If you're looking for a trailerable weekender for short voyages and an occasional offshore run, then consider a centerboard. They're cheap and easy to store in or out of the water.

Centerboard sailboats are also ideal for island hopping, as long as the islands aren't too far from your homeport. Florida to the Bahamas is a common and manageable journey for cruising centerboard boats.

And since centerboard sailboats tend to be smaller, it's important to consider how much provision storage you'll need for the journey. Running out of food or fresh water isn't much fun in the middle of the ocean.

Fixed keelboats are ideal for extended offshore voyages and coastal cruising, especially in choppy waters. A fixed keel cruising boat offers superior roll comfort, stability, and handling in a wide range of weather conditions. They're safer in storms as well. For serious sailing, it's difficult to find an ideal alternative.

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I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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In the August 2024 issue of Yachting World magazine: News Few finish a tempestuous Round The Island Race European rules are eased for cruising to France and Greece Olympic sailing…

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• Digital Edition

Allures 40.9 vs Ovni 400: French aluminium centreboarders go head-to-head

• November 2, 2020

Two rugged aluminium 40-footers from competing french yards make an interesting comparison. François Tregouet tests the Allures 40.9 and Ovni 400

Back in the mid-2000s the niche market for aluminium centreboarders was disrupted by the arrival of a new upstart, Allures Yachting. Until then, the undisputed market leader was French company Alubat, builders of Ovni at Les Sables d’Olonne.

Last autumn Alubat launched the Ovni 400, a substantial evolution of its original concept, which we went to test sail in Les Sables. Then, just a few days later, it was the turn of competitor Allures to reveal its new 40.9. The opportunity to carry out a comparison of these two ocean cruising prospects was too timely and tempting to ignore.

The original Ovni concept dates back to the 1970s. With their shoal draught and raw, chined aluminium hulls, Ovnis have captured the imagination of serious ocean sailors over the past four decades. More than 1,500 Ovnis have been built, and fulfilled thousands of sailors’ bluewater cruising dreams. Jimmy Cornell famously completed a five-year circumnavigation aboard his Aventura III , an Ovni 43.

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In 2003 engineers Stéphan Constance and Xavier Desmarest created Allures Yachting, with the ambition of revitalising the aluminium centreboarder concept. Starting with a 39.5 the Cherbourg-en-Cotentin-based yard quickly extended its range to 45ft, then a 50-footer.

But after the economic crisis of 2008, demand shrank and this specialised market was challenged by an ever-increasing number of competitors. Alubat began to appear unreactive. It was even close to disappearing in 2014, when it was taken over by a consortium of shareholders that loved the brand.

The Ovni 450 was launched, a refinement of the 445 aimed to innovate without alienating existing customers. Now, however, comes the Ovni 400, marking a real breakthrough.

The beamy hullshape of the Ovni 400 packs plenty of volume. All Ovni photos: François Tregouet

With this new design it is quicker to list what hasn’t changed: its 100% aluminium construction, centreboard keel and suitability for long-distance cruising are the main elements which remain the same.

At first glance, the shape of the hull is the biggest difference. The freeboard is almost vertical; the first curve is close to the waterline and its considerable beam extends almost all the way to the transom.

It has a rounded, slightly inverted bow, extended by a solid aluminium bowsprit. The bow section finishes one third of the way back, and sports a muscly volume visibly influenced by the box rule hulls of the Mini, Class 40 and IMOCA classes.

Slab-sided hull is rounded below the chine

This is combined with a short coachroof and vertical windows, and a clear and uncluttered foredeck that takes little water over the deck. The boat is secure to manoeuvre around on, with wide panels of non-slip and a longitudinal foot brace that runs centrally down the foredeck. Once at anchor, the foredeck area can become a double-bed sunbathing area.

The form and function of the boat almost makes you think of a catamaran – a connection that the Ovni 400’s architects, Alain Mortain and Yanis Mavrikios, are at no pains to deny.

All sail handling can be done from the cockpit, and canvas is hoisted or unfurled from the shelter of the huge companionway canopy. This rests against a solid arch, made of aluminium, which also supports the double mainsheet. When seated at the forward end of the cockpit benches, or on the coaming, you have a particularly well-sheltered watchkeeping station.

Cockpit is secure for helmsman and crew, but particularly under the canopy

At the stern, the twin wheels offer flexible helming: each wheel can be used sitting or standing facing forward, or sitting on the coaming to fix your eyes on the gennaker luff.

The twin rudders respond rapidly, and the genoa sheet winches, which are centred within easy reach, allow the helmsman to fine tune the sails without disturbing the crew. They can sit comfortably installed, well wedged-in, at the solid teak and lacquered aluminium cockpit table.

It takes time to learn how best to sail this modern hull. There is power, for sure, but also plenty of wetted surface area, so you have to find the right angles of wind and heel to optimise performance in light airs and breezier conditions. Under engine (a 50hp Volvo saildrive) the Ovni reaches 6 knots at 2,200rpm.

The airy forward cabin with an island double berth

But it is the Ovni’s comfort, ergonomics and stowage that impress most. The yard’s great experience and customer feedback all show their hand here.

Among the most striking points we liked were the large, rectangular bed in the forward cabin, and panoramic coachroof windows, which give a 180° view from the sliding companionway door. The light joiner work and décor give an uncluttered, modern look.

Practical touches include refrigerator drawers in the galley, which can be opened when the yacht is heeled; a large, and easy to clean moulded heads compartment in the starboard aft cabin; and a proper machinery room – a must for any bluewater sailor – that is accessible from the interior or the cockpit.

Galley with sensible handholds and fiddled worktops is to port

A few details from the first boat need attention, such as protection for the throttle and perhaps fitting the arch slightly further aft.

However, this is a serious candidate for bluewater voyaging . And with serious voyaging in mind, the buyer of the hull in build during our visit to the yard is having his boat equipped with a rigid doghouse to protect crew from any heavy weather.

Allures 40.9

Allures unveiled its latest model at last season’s La Rochelle Boat Show. Anyone familiar with the Allures 39.9 might recognise the deck layout and lines, but many changes have been made here.

The Allures’ deck and superstructure are composite, which allows a more sculpted shape than welded aluminium plate. Photo: Jerome Houyvet

Although the interior layout remains more or less the same, the leap in quality initiated by its designer Isabelle Racoupeau – wife of the yacht’s naval architect Olivier Racoupeau – has changed things substantially. The Allures 40.9’s warm joinery and the attention given to the finishing details makes its predecessor seem dowdy by comparison.

From the stainless steel fiddles at the navstation to the leather-covered reading lights and the white Corian inserts in the saloon table, there is an overall feel of luxury.

Wireless light switches are within easy reach and no longer hidden in the ceiling. It’s these type of small details that give an overall impression of stylishness whilst remaining seamanlike.

Coachroof portlights allow natural light to flood into the 40.9’s saloon. Photo: Jean-Marie Liot

The large roof hatches and five hull windows on each side generate plenty of light. The hull windows are aligned horizontally, so they enhance both the exterior aesthetics and the view from inside.

At sea, the slightly raised chart table and the U-shaped galley positioned close to the companionway allow the off-watch to keep an eye on the outside while staying warm and dry.

The saloon occupies the entire width of the hull, and the saloon table hides the centreboard well. There are a large number of stowage spaces on three levels on each side: under the seats; behind the backrests and under the side decks.

A U-shaped galley is to port, forward of the companionway. Photo: Jean-Marie Liot

Fitted on this boat was good quality insulation foam (optional), which limits temperature changes and avoids any risk of condensation on the inside of the aluminium hull. The deck is of composite construction.

This use of an alloy/composite combination is something that has been well mastered in superyacht builds as well as in aeronautical construction. The saving in production time for the shipyard is obvious, as the interior can be built while the hull is open and without passing the furniture through the companionway hatch. It is not only an economic advantage; the use of a mould also allows the development of different deck shapes, a high level of finish, and better insulation.

As for the aluminium hull, owners love the fact that the lack of paintwork means there is one fewer item of regular maintenance to worry about, and anyone who craves colour can still have the design of their choice with the now-standard vinyl hull wrap.

Photo: Jerome Houyvet

On our test sail we had between 15 and 18 knots of wind, and the Allures 40.9 seemed so easy. At 40° off the apparent wind, we were making 7 knots, and between 8 and 9 knots once we bore off to 115°.

I had another opportunity to sail this boat last year in over 25 knots of wind, and my impression then was equally good.

In quite rough seas the boat hardly took any water over the deck and was sailing at more than 9 knots downwind in spite of having only a jib and mainsail. The only boats overtaking us that day were coastal or ocean racing yachts.

With over 20 knots of wind to get back to Cherbourg, we sailed dead downwind, sails goosewinged as if we were in the tradewinds – albeit not so warm. We’d have liked to hoist a gennaker on the solid bowsprit, to lengthen her stride.

But on this point of sail, and with a swell starting to build, you get the best of the smooth movement that centreboarders provide, and it’s a behaviour that always pleasantly surprises anyone not familiar with this configuration.

The same is true of harbour manoeuvres, especially when going astern. Guided by the twin rudders, and helped by the bow thruster, the Allures 40.9 smoothly slipped into its berth like a hand into a glove, despite a strong crosswind.

Photo: Francois Tregouet

Head to head verdict

Both the Alubat and Allures yards clearly have a technical mastery of their builds. To be convinced of this, you only have to look at the electrical installations. The very high level of quality on both builds dispels any fears about the risk of electrolysis.

The metalwork on both boats is beyond reproach, stowage space is abundant, there are well-placed handrails everywhere and the capacity of the tanks gives all the self-sufficiency you could require. The specifications (below), indicate how evenly matched they are in some areas. So, which one would you choose?

The Allures and Ovni, close though they may appear to be, actually have very clearly differentiated personalities, and it is on this basis that owners will most likely make their choice.

The large and powerful Ovni will seduce those seeking to conquer muscular seas. The sleeker Allures will win the hearts of those who like to travel light. With the Ovni it is possible to customise the (aluminium) deck layout, while the Allures offers the versatility of a glassfibre deck construction.

Both Alubat and Allures deserve praise for the fact that the competition between them has pushed each company to innovate and improve their designs.

Centreboarder + Aluminium = Instability + Electrolysis?

Thousands of aluminium centreboarders have been cruising the world over the last 50 years. But myths die hard. A centreboarder is surely less stable than a keelboat? That’s simply not true. The standards for stability are the same for both. The downside is that the ballast on the centreboarder is higher up, so it requires more ballast to achieve the same righting moment.

A boat of the same length and sail area will be a few hundred kilos heavier – a disadvantage in light airs. On the other hand, the stability is very similar with the centreboard up, so you’re able to sail downwind in very little water or in rough seas.

The layman may also be worried about electrolysis in aluminium yachts. To dispel this biggest myth: the weak alloy of a lost penny dropped in the bilge won’t work its way through the 10-15mm of solid aluminium hull.

Ultimately, the electrical installations by shipyards such as Allures and Alubat are first class. Current leakage testers are a standard fit, warning of any deterioration, but also of possible problems if additional equipment is installed during the long life of the boat.

Allures 40.9 specification

LOA: 12.65m / 41ft 6in Beam: 4.15m / 13ft 7in Draught: 1.06–2.75 m / 3ft 6in–9ft Displacement (lightship): 10,900kg / 24,030lb Upwind sail area: 82.5m² / 883ft² Cabins: 2-3 Engine: 50hp Water capacity: 330lt / 73gal Fuel capacity: 400lt / 88gal Starting price: €313,000 (ex. VAT) Price as tested: €374,029 Design: Berret Racoupeau Yacht Design

Ovni 400 specification

LOA: 12.90m / 42ft 4in Beam (max): 4.35m / 14ft 3in Draught: 0.98–2.88 m / 3ft 3in–9ft 5in Displacement (lightship): 11,200kg / 24,692lb Upwind sail area: 85m² / 915ft² Cabins: 2-3 Engine: 50hp Water capacity: 400lt / 88gal Fuel capacity: 540lt / 119gal Starting price: €309,000 (ex. VAT) Price as tested: €420,045 Design: Mortain & Mavrikios

First published in the October 2020 issue of Yachting World.

CREATING AN ALUMINIUM SAILBOAT FOR BLUEWATER CRUISING

"I have always been fascinated about the idea of sailboat traveling on the ocean energy self-sufficient like the satellite rounding the earth. Producing its own energy by the power of wind, sea and sun.

The Li Yachts project started with my own desire of the boat that will be used in dive expeditions with aim to reach even the remotest locations – and I wanted to do that with freedom of fossil fuels."

Voyage started from my hand drawn sketches. Here drawing the 47 ft centreboarder.

We have designed a 40 ft centreboard pilothouse sailboat made of aluminium and the 33 ft version is in initial sketch stage. My search for the perfect cruising boat lead me to start the design project and a company called Li Yachts in 2015 in Finland. The name was borrowed from my old aluminium yacht and now refers to low impact because of sustainability goals.

The basis for the project was a life-time passion for the sea. Contributing personal factors included my long sailing experience in Nordic waters and the technical and artisan education I had completed earlier. Also my desire to realise long research expeditions on the world’s oceans in the future was part of my personal background.

The strongest motivational factor was the fact that I was not satisfied with the properties of most modern yachts. Based on the above, the need for a totally new sailing boat concept crystallised

Late autumn gale approaches, I'm dreaming of keeping watch from warmth of the pilothouse.

My goal in the Li Yachts project is to create a modern sailboat made of aluminium, the simple and strong tool for bluewater cruising. The main design elements will include safety, practicality and sustainability The new design concept covers production, use and maintenance. Zero pollution and high level of recycling of materials are some of the specific goals. Please read more about the background in The Blog  page.

At a very concrete level, I have understood what changes in design will be needed for the boat of the future when I have been owning, sailing and re-building an old aluminium sailboat called Li built in 1967 , since 2011.

During the years with my current aluminium yacht, I have kept notes on the observations as regards the design elements which could be improved. In many cases they would actually need to be drastically redefined in order to satisfy my dreams as to the perfect expedition sailboat. For more information of these details, kindly see  The Concept  page.

Familiar snowy views while winter sailing at 60°N has given lessons on how well an aluminium sailboat intended for high latitude sailing should be insulated.

I believe I am not alone with my thoughts. I think most experienced sailors would share my ideas. I believe many of them have actually realised there is a need for some basic changes in the design as regards our future yachts.

As the resources of the world are becoming more and more scarce, we need to take this into consideration, in addition to considering the improvements needed in other operational details of a sailing boat.

Please contact me in case you need more information or want to share design or production ideas. At the moment we are working hard to be able to build the 40 ft prototype. The goal is to produce a small serie, which would give reasonable priced opportunities for the first interested sailors.  I hope that a new advanced and sustainable aluminium sailboat will soon sail the seas and oceans of the world.

Fair winds,

Simo Nyrönen

Founder of Li Yachts

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Making the Most of Centerboards

Understanding how centers of effort shift can help make you a better sailor and reduce loads..

A deep, ballasted keel does a lot of good things. It lowers the center of gravity, provides lift to windward, and stabilizes the boat. It can add great strength if integrated into the construction of the hull, allowing the boat to sniff soft bottoms without damage.

There are downsides. Trailering is impractical. Countless shallow creeks and snug harbors become inaccessible. Docking is more expensive.

A centerboard is one solution, but there are differences. You probably read something about raising and lowering the centerboard or daggerboard in a book on dinghy sailing years ago, and unless you’ve been racing centerboard boats all these years, you’ve probably forgotten the details. Here’s a little refresher.

Even for the cruising sailor, centerboard position is as vital an adjustment, as sail balance and trim.

Balance. On a poorly trimmed boat, one of the largest sources of drag is often excessive rudder angle. Assuming you have the typical rudder profile (NACA 0021), the optimal helm range is generally 2-4 degrees when close hauled. A few degrees helps it share the work of the keel, providing lift to windward. More rudder angle and you are increasing drag, and if the angle exceeds 6 degrees, you are courting a stall when a strong turn to leeward is needed.

What causes excessive load on the rudder?

• Too much sail area aft. Sailing with main-only or a partially rolled-up genoa can do this.
• Over-trimmed mainsail.
• Excessive mast rake. Check the manual. Beach cats and planing skiffs have very specific reasons for radical mast rake. It only translates into more speed or better handling if the boat was designed for it.
• Excessive heel or bow-down trim. The hull form itself can force a turn to windward. A deeply buried bow can act like a forward rudder.

Centerboard trim

There are ways to fix these tendencies. Ease the main or lower the traveler. Reef the main and the headsail in balance. When sailing off the wind, it is often better to reef the main before the jib, to help keep her head down. Rake the mast to spec. Sail the boat flat. Bear away in the puffs when sailing deep, before the boat begins to heel excessively. Always steer for balance.

However, a centerboard or daggerboard adds an additional trim tool that is often forgotten. When the centerboard first begins to swing up, it moves more aft than up. In fact, a centerboard that is half up has typically lost only 20 percent of its draft and 15 percent of its projected area. On the other hand, the center of lateral resistance (CLR) on a 4-foot centerboard has moved aft about 1½ feet.

What about the change in righting moment of a weighted board? You have lifted it no more than 15 percent of the distance to the waterline, and depending on the board’s maximum depth, you’ve probably lost no more than 10 percent of the board’s contribution to righting moment. Don’t lift a weighted board more than this under sail, but experiment with how a slight movement aft changes things. Always mark the pendant so you know how far you have lifted the board.

Rising windspeeds

Consider the case of our Corsair F-24 test boat. As the wind rises, we might furl the jib for easier sailing. Reefing the main gives better balance, but rolling up the jib is easy and eliminates handling a whole set of sheets. Unfortunately, the sail center of effort (COE) then moves aft three feet, badly overloading the rudder.

In this situation, sailing becomes sluggish and we get trapped in irons every single time we try to tack. And there is no escape from irons, because even when we back the boat out as far as possible by reversing the rudder and fully easing the main sail—as deep as a beam reach—the moment we attempt to sheet in to make way, the bow swings right back into the wind.

However, if we lift the centerboard halfway, the center of lateral resistance moves aft about 1½-feet with very little change in area. We have less sail up, so the loss in area does not significantly increase leeway. The rudder will still be slightly overloaded and successful tacking requires easing the mainsheet as the boat comes through the wind, but you won’t be trapped in irons and the boat  accelerates well as the main is slowly brought in. The rudder angle remains a little higher than normal, but it isn’t a brake.

Reaching in Strong winds

Strong reaching conditions are another time when centerboard adjustments help. When the wind gusts, the boat heels, and the resulting submerged hull form wants to turn to windward. In the case of a multihull, the lee bow digs in, acting as a forward rudder. The helmsman tries to bear off, but the rudder stalls and the boat swerves to windward anyway. Apparent wind accelerates, flow over the sails becomes better attached (reaching sails are often partially stalled, so rounding up attaches the flow), apparent wind increases, and power increases dramatically, just when you don’t want it. Centrifugal force from the rapid turn adds to the mess. A monohull will broach. A multihull can capsize.

The solution? First there are the standard solutions. Reef the mainsail early and fly more headsail; this will help keep her head down. Bear off early and smoothly before the boat heels excessively rather than waiting until the need is urgent. The earlier correction is actually faster, because the rudder angle relative to the water stays low, keeping drag low.

But also consider lifting the centerboard halfway or a bit more. Because there is little side force from the sails when reaching deep, you don’t need as much area. The boat will probably be moving faster through the water relative to the side force, generating more lift with less area. But don’t lift it all the way up unless the boat has a stub keel; you still want some board down as a leverage point for steering. The goal is to move the center of effort aft, so that the boat doesn’t want to round up.

You cannot adjust a board under load. If you apply enough force, you will only break something or hurt your back. Even if there are slides and a sturdy tackle, only adjust the board when traveling straight upwind or downwind, slowly if possible. This will reduce the load. Sometimes shooting straight into the wind for just a few moments is enough; quickly make the adjustment and then return to your original course.

Centerboard adjustments are not just for racers. It is a cruiser adjustment, just like reefing, for those who value good handling and safety. It’s all about balance, and by swinging the board aft just a little bit, you can cure certain handling problems.

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Centerboard (Swing Keel) vs. Fixed Keel: Pros and Cons

Picking the right sailboat keel takes some understanding of the pros and cons of each. To help you out, I'll list the pros and cons of fixed vs. swing keels on sailboats in this article.

Fixed keels offer better performance than swing keels and centerboards, since they are more comfortable and faster. They require less maintenance. However, swing keels offer a low draft, and are less prone to damage when running aground. Swing keels can also be trailered, making them easier to transport.

Fixed Keels: Pros vs. Cons

Swing Keels: Pros vs. Cons

Let's see what's hidden under these claims.

On this page:

The difference between fixed, swing, and centerboard keels, pros of fixed keels, cons of fixed keels, pros of swing keels, cons of swing keels, swing keel or fixed keel: which one is for you.

Just to make sure we all know what is being talked about, let's first briefly discuss the terms.

• Fixed keels are immovable and part of the structure of the hull
• Swing keels are on a hinge, allowing you to change the angle
• Centerboard keels are a board that you can lower through a slit in the hull

Brief explanation of fixed keels

A fixed keel is just what it sounds like. It's a keel that stays in its place and is immovable.

No matter its size, shape, or weight, it is a keel that doesn't move relative to the boat. It is also the most traditional one you will encounter.

Brief explanation of swing keels

A swing keel is one that has a variable position. Meaning you can change its angle, you can retract it to the boat's hull, sometimes you can take it away completely.

A typical swing keel will hang on a hinge of sorts while being attached to the boat with a line, a cable, or anything that will enable you to pull it up.

These too come in all shapes and sizes, though they are usually lighter, unweighted.

More detailed look at swing keels: For a detailed explanation of swing keels (also called lifting keels), I recommend reading Shawn's detailed article explaining the swing keel's properties, advantages and disadvantages using clear diagrams and examples.

Brief explanation of centerboard keels

To make things a bit more interesting, let's add another one. Centerboard keels are often being put in the same category as swing keels, but that is not always the case. But since there is a lot of mix-up in terminology regarding this one, I will put them in the same category too.

Not that I'd want to confuse you, but if I go by the correct terms, you might come across different ones when looking up your desired boat's stats.

An example of a typical centerboard would be a keel you see on small sailing dinghies - a board that goes into a slit in the hull's bottom and can be taken out completely, depending on your needs.

Now to help you with your decision - this isn't a matter of better or worse. While fixed keels are kind of the standard, and tend to offer the best performance and convenience, the need for those with variable depth arose from the need for less draft.

Because performance and convenience do nothing for you if your boat runs aground and can't move.

Understanding Keel Design Fundamentals in 10 minutes

There are too many keel types to get into in this article. For a more detailed explanation of keel design fundamentals, I recommend you go through our Illustrated Guide to Sailboat Keel Types . It also contains a full list of the most common keel designs and their properties . Simply skimming it will help you understand the basics in ten minutes or less. Get the full picture on keel design

Fixed keels are more durable

The first point to mention here surely is durability. A fixed keel has no moving parts, so less chance of something breaking, less need for maintenance, and less hassle with mechanical parts.

This might not seem like much of a plus to many, but spend a few weeks on a sailboat, or plan a more ambitious journey such as an ocean crossing and you will find that maintenance is a big part of it all. And you will be thankful for every bit of the boat that doesn't require much of it and can take care of itself.

Fixed keels have a fixed draft

Another advantage is that you have a fixed draft to think about, no need to lift keels, or calculate where you can go - so your sail will be a bit more stress-free. In a way.

Fixed keels are more stable

The biggest point of them all though is performance. Fixed keels are almost always weighted, they offer good counterbalance to heeling and can help you with both sailing upwind and your boat's stability and a smoother ride.

That is why for most long-distance cruisers or racing boats, a fixed keel will likely be the weapon of choice.

But the above point is also relative since there are weighted swing keels - more on that later.

More prone to damage in shallows

What you got is what you got. If your draft is 10 feet, that is how deep you can run before risking damage, end of story. So you are automatically disqualified from entering certain places.

I personally don't see that as an issue but that is mostly owed to where I sail. If I spent more time on lakes or shallow waters, I might rethink my preferences. I've heard Florida tends to be quite depthless.

All the bays that are off-limits for a fixed keel, or anchorages where you pray you won't drag since there isn't much wiggle room … a lifting keel can take quite a lot of pressure off your hands.

If you do want to opt for a fixed keel, take a look at full keels instead of the more popular modern fin keel designs. Surprisingly, the more stable full keel design provides equal stability and durability at a lower draft . William took a very close look at the advantages of the full keel design and has written an excellent article that will run you through each of the full keel's specific benefits.

Fixed keels will damage when running aground

If you do run aground, chances are you will damage your boat. Freeing yourself from running aground is a lot easier with a swing keel. Sometimes you'll have no option but to wait until the tide rises. Not even another boat can drag a well dug-in fixed keel.

Swing keels offer very low drafts

The obvious advantage is the fact your draft will go to a minimum. The numbers depend on the specific model, some keels can be retracted more than others, but having the versatility pays off in many locations.

Lake sailors will appreciate this. So will people who happen to be in naturally shallow areas. There are marinas unsuitable for deep draft sailboats and having the option to change your draft can come in handy in some places.

They are less prone to damage when running aground

And if you do happen to run aground, it doesn't have to be an issue. The swing keel can simply swing as much as needed and you can slide over the bump. More or less. Having a negotiable draft would have saved many sailors annoying and expensive repairs.

They are easy to debeach

And in case you do get beached, getting out of such a situation is easier. Sometimes it can be as swift as lifting the keel and motoring away.

Swing keels can be trailered

Then there is the matter of getting the boat out of the water and trailering it. It can be as easy as popping the keel up, driving the boat on a towable trailer, and voila. Try doing that with a fixed keel. Transporting your boat will be much easier, which is why this design is popular with weekend sailors .

Easier to work on on-shore

Last and also least, since this isn't such a big deal, the ability to minimize the draft can come in handy when working on your boat once it is on shore. You might be able to reach your hull without ladders or scaffolding, making the access way more convenient.

Swing keels are slower and less stable

Putting the precise terminology aside, swing keels, centerboards or daggerboards, are less likely to be weighted. Thus you might end up with one that provides very little in terms of counterbalance and that reduces performance greatly.

Though as hinted before, there are weighted swing keels available. Some so heavy that you won't see a difference between them and fixed keels performance-wise.

For cruisers who don't care about performance that much, as long as they get to their destination, this won't matter. But if you care about speed, well, there is a reason why you won't see many swing keel racing boats.

They require a lot more maintenance

The biggest one though is maintenance. This is such a big part of having a swing keel boat that there are manufacturers who will prompt you to check the keel before every use. And that can get a bit daunting.

There is the line used for pulling the keel up, a winch of some sort (though you can do this by hand on smaller boats), the hinges, and the means of attaching everything together, whatever the system. All of this requires regular maintenance, or your keel might snap of (it happens).

As is usual, it all depends on the way you use your boat. Some boat designs seem nonsensical to many, but there is usually a good reason why they came into existence. A swing keel is no different.

If made to choose between a swing and fixed keel, my choice would be a fixed keel any day of the week, but that is determined by my preferences and where I sail the most (as well as my love for uncompromised performance and unreasonably high fear of capsizing - which is more likely with an unweighted swing keel than one that runs deep and stays there permanently).

Lake sailors, those who find themselves in shallows, or those who like to park their boats on beaches every now and then are better off with a swing keel. Those who know they can't avoid the occasional touchdown, perhaps simply because they sail in unpredictable waters, will probably do well to choose this design too. If you trailer your boat often, have a daysailor that you want to back into your garage after a day on the water, the choice is quite clear as well.`

Helping you decide on the best keel design

There are dozens of keel designs out there, and each type serves a different purpose and excels under different conditions. To understand which keel type is best for your situation , I recommend you read our Illustrated Guide to Sailboat Keel Types , which contains the fundamentals of keel design and an overview for each keel type's characteristics (including diagrams). It will help you understand which keel designs to consider in ten minutes or less.

There are many sailboats to choose from on both sides of the camp and if you are looking for people's experiences, you are in luck - this is one of the rare topics that doesn't divide sailors, so asking a question in an online forum won't bring an armada of fighters for this or that side - rather a bunch of helpful folks.

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You may also like, sailboat keel types: illustrated guide (bilge, fin, full).

The keel type is one of the most important features of your boat. But the different designs can be confusing, so I've set out to create a very clear guide that will …

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Preleminary Information: Spacious, shallow draft, "Aletis" combines her nice lines, her lifting (1,15/2,50 m) keel and ketch sailplan with decksaloon, providing lots of cruising possibilities. This is a change for the yachtsman who can restart a project to fullfill his dream.

General - 41 FT CENTREBOARD

Aluminium sailingyacht 41 FT Centreboard Ketch "Aletis", built in 1993 and launched in 2000, dim.: 12.60 x (lwl 10.40) x 3.95 x 1.15/2.50, casco built by Almaz in St. Petersburg, designed by Stolk & Jansen, aluminium superstructure, deck and hull, Marix/Gebo hardened glass windows in aluminium framing, round-bilged hull, electric hydraulic centreboard keel, diplacement approx. 13.8 tons, fuel capacity approx. 1 x 250 ltrs in a aluminium tank, water capacity approx. 1 x 500 ltrs in an aluminium tank, sump capacity approx. 1 x 80 ltrs in a stainless steel tank, hydraulic wheel steering inside and mechanical wheelsteering inside, steering with two rudder-blades.

Accommodation

Classic mahogany interior with white ceilings, 2 cabins, saloon and decksaloon, 4 fixed berths and 2 extra berths in the saloon, tip-up saloon table, headway approx. 1.85/1.90 m, 1 x manual toilet, 1 x shower (needs connection), Wallas 3000D diesel heating, electric hydrofoor waterpressure system, Isotherm 40 ltrs boyler on the motor and 220V, 3-burner half cardanic stove with oven, gasdetector (electric valve on the gasbottle), Isotherm 12V refrigerator with deepfreeze compartment.

Perkins Prima M60 engine, 60 hp (44,1 kW), installed 1998 and used from 2000, approx. 839 enginehours, indirect coolingsystem, double seaweedfilter, hydraulic PRM gearbox, stainless steel shaft, Volvo stuffing box, 3-bladed fixed propeller, 1 x manual and 2 x electric bilgepumps, 12/220V electric circuit (bowthruster and windlass on 24V), 2 x Sonneschein 200 Ah service batteries and 1 x Optima starting and 1 x Optima bowtrusther battery, shorepower, Combi intvertor charger Trace 1200 W with soft start, Rheinstrom bowthruster.

2 x Flexgate electric fluid compass, Dataline echosounder, log and windset (windset is not installed), Skanti, DSC and Atis VHF, Robertson APX 300 autopilot, MLR (FX-312) build in GPS, radio/cd-player.

2 x lifebuoys, 24V electric windlass, Ploegschaar anchor with 50 m chain, bathingladder, bowladder, cockpittable, deckwashinstallation, 3 x wipers (2 needs connection), 7 x fenders, lines, spareparts, clock, barometer, hygrometer, 2 x powder fire extinguishers.

Ketch-rigged (masts are not included), sailplan and quotation for the masts are available, Allpa 2-speed winches: sheet winches 2 x 59, halyard winches 2 x 45 and 1 x 30 and reefing winches 2 x 30, Antal blocks, genoatrack etc.

Centerboard VS Daggerboard The Differences Explained

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Sailing life entails many words that at first make no sense; in this article, I will explain the difference between two types of underwater foils, centerboards and daggerboards.

On a sailboat, the difference between a daggerboard and a centerboard is how they are moved into position. A daggerboard is lifted and raised vertically (up and down) through a slot in the hull; a centerboard, on the other hand, pivots or swings into place.

That was the short answer. There are many more commonalities and differences worth discussing, such as the differences in performance and what happens if your daggerboard hits a reef? Will it break your hull?

Keep reading to understand all you need to know about daggerboards and centerboards!

Table of Contents

Centerboard

The centerboard is mounted horizontally on a rotating bolt at the foremost part of the foil (keep reading to understand what a foil is). It folds into a comparatively much longer slot in the hull than a daggerboard.

A centerboard comes in many different shapes and sizes, it can be combined with an already existing keel, or it can be larger and be more of a stand-alone type.

How is a centerboard operated?

The centerboard is operated through a lifting line fastened at the end of the centerboard fin(board); this line is manipulated either by hand or by a winch and, once fully retracted, will be tied to a cleat.

Daggerboard

The daggerboard, on the other hand, is mounted vertically inside a sliding slot in the hull, it gets it name from the movement, much like the stabbing motion of a dagger.

The board is stopped from moving too far and falling out because the top part is wider than the lower part.

How is a daggerboard operated?

It is manipulated much like the centerboard, through a lifting line and a winch. But instead of being attached through a bolt and swung into position, it is lowered down into place.

What are the differences?

Performance.

Since the differences mainly lie in the way of deployment, there are not that many big difference, but some smaller once worth noticing are;

The daggerboard doesnt have to be either fully up or fully down; this means the sailor can adjust the depth and effects to his or her needs. To low and there will be unnecessary drag, to high and there will be too little lift and too much drift to windward.

On the other hand, the centerboard pivots into position and is only really efficient as a foil once fully deployed.

Reducing the draft of a boat is very important if you want to sail in very shallow waters such as the Bahamas or if you want to beach your cat.

What is beaching a cat?

Once retracted, there is also a decreased chance of getting stuck or tangled up in a fishing net or other semi-floating objects and sometimes hard to see.

On boats where the keel is the lowest point on the boat, the propeller will be protected, but on ships where the center or daggerboard is the lowest spot, then retracting it will make it vulnerable to damage from whales, fishing nets, or coral. You will also not be able to beach your cat since the weight of the ship will be loaded on top of your prop shaft and most certainly will break it.

Once the boards are in a fully lifted position, there is an argument to be made that the centerboard, which has a much larger slot, will have higher drag. This is true, but only if the slot is poorly design and not hydrodynamically smooth, causing underwater turbulence.

A well-designed centerboard should be able to reduce the amount of drag to the same as a daggerboard.

What are the similarities?

Both systems can be mounted in pairs and at an angle; this makes the boards work much as an airplane wing does. Once the water starts passing around it, it will create higher water speeds on the upper side, lowering the pressure and increasing lift.

This makes for less underwater surface, decreases drag, increases speed, and fuel efficiency.

One issue often discussed on forums and with boat people is that a centerboard is safer since if an underwater object hits it, it will fold back into its slot, and no damage will be done. This is true to a degree but worthy of some explanation.

Firstly this is mainly a theoretical argument since an object is not certain to hit the board from straight on; this means that the idea of folding is no longer possible. The next thing to understand is that daggerboards are made to break; this is a safety aspect and makes sure that the hulls stay intact and that the boat will stay afloat.

This is similar to modern mini keels on catamarans; they too are constructed to detach if hit hard enough, the keels fall off, but the hull stays intact.

Both systems offer a risk of getting stuck; some say this is a bigger issue with daggerboards, and they more often fail than the centerboard style. This is not something that I have been able to confirm through any data, and looking at the design of newer daggerboards; there is no real reason to think that this should be the case.

There are many different systems on a sailboat, and everything that can move will sooner or later stop moving due to rust or being filled up with salt and sand. So will too these boards; this means extra time for maintenance and extra money to be spent keeping the systems in good shape.

Compared to each other many would argue that the centerboard is a somewhat simpler system and that they need less maintenance; I would say it is more up to the specific design than whether or not it is a centerboard.

Catamarans and Monohulls

The basic function of a foil is the same whether you’re on a catamaran or a monohull, although some aspect is specific for a cat.

A catamaran will always have two boards; these can be used together or separately. Since a catamaran behaves very differently in big seas than a monohull, the use of foils, especially during heavy weather, is essential to understand if wanting to stay safe.

One situation when catamarans can capsize is while being pushed horizontally by a big breaking wave hitting it from the side. If both boards are down, this will decrease the possible sliding motion and therefore increase the likelihood of capsizing.

This is a complex issue and if you want to undestand capsizing in detail i suggest you read this article;

Why do catamarans capsize

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

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What caused the fatal sinking of the superyacht Bayesian?

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One of the world’s largest sailing superyachts sank in high winds off Sicily on Monday, causing the death of UK tech entrepreneur Mike Lynch and five other passengers and crew, with one person still missing on Thursday.

The trip on the Lynch family’s yacht had been intended to celebrate his recent acquittal by a US jury, with 12 passengers on board, including his wife and 18-year-old daughter, and 10 crew members.

The Italian coastguard said the 56-metre, 540-tonne, British-flagged yacht Bayesian sank within minutes after it was hit by ferocious winds of 60 knots (over 110km/h) near Palermo.

The rapid sinking of such a large, modern and well-equipped yacht due to bad weather, rather than as a result of a collision, has raised concerns over marine safety as extreme weather events occur with more frequency and intensity.

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Why did the superyacht sink?

The yacht may well have been caught in a waterspout — a form of tornado — because the extreme wind speeds were recorded only in a localised area around the harbour of Porticello, where the boat was anchored about 300 metres offshore when it was struck.

Karsten Borner, the skipper of a nearby boat, told reporters he used his motor to maintain control of his own vessel and to avoid a collision with Bayesian when the weather hit. Bayesian “went flat [with the mast] on the water, and then went down”, he told Reuters.

His comment suggests that it could have been the combination of high winds and Bayesian’s 72-metre mast — the world’s tallest aluminium mast, according to manufacturers Perini Navi — that triggered the disaster.

Even with no sails up, a boat with a tall mast has a lot of “windage”, or surface area exposed to the wind, which can tip the vessel over in a storm. The boat may have heeled over so far that it took on water through open windows, hatches or companionways.

According to Perini Navi, Bayesian had a keel that can be lifted to reduce the draught of the boat — otherwise nearly 10 metres — for easier entrance to shallow harbours. If the keel were for some reason in the raised position rather than fully extended, that could compromise the boat’s stability in a strong wind.

Skippers of sailing yachts with exceptionally high masts typically aim to move out of harm’s way if strong winds are forecast.

Yacht designers and sailors are nevertheless puzzled by the sinking of the boat. AIS (Automatic Identification System) tracking data shows it took 16 minutes from the time Bayesian started dragging its anchor until it sank. But it is not yet known whether vulnerable hatches were open, when water started entering the boat, or why the crew do not seem to have issued a Mayday distress call.

Giovanni Costantino, chief executive of Italian Sea Group, which owns Perini Navi, told the Financial Times that Bayesian was “absolutely safe” and said the crew should have had time to secure the boat and evacuate passengers from their cabins.

Should we blame climate change?

Climate change is likely to have been at least a contributing factor in the Mediterranean’s unsettled and sometimes violent weather this summer. The Mediterranean is a favoured cruising ground for superyachts during the northern hemisphere summer — in winter, the wealthy prefer the Caribbean or the Indian Ocean — because the weather is typically warm and sunny, and storms are rare. 

Meteorological experts have long predicted that climate change and the heating-up of oceans will help trigger more extreme weather events, including floods, droughts and more severe hurricanes.

Last Thursday, the Mediterranean reached a median temperature of 28.9C — its highest surface temperature on record — and similar records are being broken in other seas. June was the 15th consecutive month that global sea temperatures hit a record high and forecasters predict the warmer waters may fuel an intense Atlantic hurricane season.

Will disasters at sea occur more often?

While design improvements and safety regulations have made even the smallest boats safer, the potential dangers posed by bad weather are increasing in line with the rising number of pleasure vessels at sea.

Last week, a sudden and exceptionally strong thunderstorm with wind squalls blowing at up to 53 knots (about 100km/h) swept over the Balearic Islands of Ibiza and Formentera, driving several sailing and motor yachts to crash on to the shore. Among those damaged and grounded but later recovered was a luxury, 30-metre vessel made by the Monaco-based Wally Yachts .

The cause was a thunderstorm known as a “Dana”, a Spanish acronym for depresión aislada en niveles altos or isolated high-altitude depression. The bad weather also caused serious flooding in Mallorca and Menorca to the north.

How can boat makers and skippers help avoid more deaths?

The weather in the Mediterranean is often notoriously unpredictable and prone to sudden, unforecast gales — unlike the north Atlantic, where weather shifts are usually signalled days in advance by changing air pressure and cloud formations visible to the naked eye.

Safety at sea depends largely on two factors: the seaworthiness of the boat and the skill and experience of the captain and crew.

Modern boats — Bayesian was built in 2008 and refurbished four years ago — are normally built to high safety standards and equipped with electronic navigation and communications systems, as well as standard emergency gear such as life vests.

Common accidents include people falling overboard, fires on board and accidental groundings or collisions — not sinking in bad weather.

The Italian coastguard said on Wednesday that divers searching the wreck found it on the seabed on its starboard side with the mast intact and no breaches visible in the hull, which contradicts speculation that a catastrophic mast failure could have punched a big hole in the boat.

In the words of one coastguard officer, Bayesian’s holidaymakers and crew were just “in the wrong place at the wrong time”.

Visual and data team: Alan Smith, Aditi Bhandhari, Ian Bott and Jana Tauschinski

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Reach places others cannot – the 595CB lets you explore the shallowest of coves and cruising grounds, with a draft of less than 1.80m/5’10” when the centreboard is up.

The 595CB has ample room for family and friends, featuring excellent entertaining spaces, from the cockpit, on deck, through to the saloon.

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Founded in 2003

Timmerman Yachts is a Russian builder of quality luxury motor yachts. Based in Moscow, it is owned by a group of Dutch and Russian investors and operates out of Moscow Shipyard. Several noted naval architecture and yacht design firms are involved with Timmerman, including Vripack, Guido de Groot Design, Ginton Naval Architects, Jon Bannenberg Ltd., and Francis Design Ltd.

Founded in 2003, the company was named for 17th century Dutch boat builder Franz Timmerman who brought Dutch boat manufacturing techniques to Russia and co-founded the Russian navy. Timmerman Yachts has more than 1,000 employees working at the Moscow Shipyard.

Timmerman has delivered a number of semi-custom luxury yachts between 26-47 metres in length, including TM26 and Timmerman FD-51, designed by Francis Design Ltd. Other notable Timmerman yachts include Victoria M, Alexandra (now Latitude) and Olsten 125′.

One of the 10 largest yacht builders in the world, Timmerman is focused on building high-quality luxury yachts at more competitive prices. Its Russian-Dutch partnership provides great yacht-building capabilities. Timmerman builds yacht to the highest standards and holds DNV, MCA and Russian River Register certification. The company reportedly has more than a dozen yachts in some phase of construction.

Yachts built by Timmerman

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Everything you need to know about yacht stabilisers

Modern technology can remove as much as 90 per cent of the rolling motion of a yacht, greatly improving comfort and safety and even saving fuel - and technology is improving all the time. BOAT explores the options.

"It isn't motion itself that causes travel sickness," explains Ronnie Skuan, CEO of Norwegian stabiliser specialists, Sleipner . "You are fine moving in a straight line, but it is the acceleration and deceleration in between each change of direction that affects a person's balance. A yacht not only pitches and rolls in a seaway, but it also corkscrews, an uncomfortable motion known as yawing. What stabilisers do is largely cancel out the rolling motion, damping the yaw in the process. Any slight pitching motion that is left is usually well below the frequency that makes people ill, so they probably wouldn't even notice it. As a result, boating becomes a pleasure again."

Stabilisers must prove equally effective both underway or at anchor (known as 'zero-speed'). When underway, the water moving past the hull can be deflected up or down by powerful electric or hydraulic fins, providing an immediate counterforce to the rolling motion. When anchored or drifting, and with no water flow to harness, stabilisation becomes more of a challenge. As such, many yacht builders will fit a combination of technologies, such as fins and gyros, which work well together. Fins will kick back and forth to minimise a roll, while gyro stabilisers - big, powered examples of the spinning flywheel toys we probably all played with at school - will exert a counterforce on the hull as they try and stay upright. A large yacht could have several gyros fitted, interceptors, fins, or a mix of all of them.

"Stabilisation isn't just about comfort, it is also about safety," says Jonathan Ridley, associate professor of marine engineering at Solent University. "Combatting acceleration is very tiring for even the most experienced crews, as they are constantly expending energy to oppose the changing dynamics. Even sitting down requires effort to stay in one place. For the guests, being seasick is a miserable experience that can put them off boating for life. A steady ship also prevents damage to inventory from excessive movement. There are even fuel savings to be made from improved directional stability underway. As such, stabilisation is seen as a standard fit on most modern motor yachts above 25 metres, although is far less common in sailing yachts. Whilst self-contained gyros are still used at anchor, underway the press of sails and the long keels tend to have a powerful damping motion, although some sailing yachts will still carry a fin system for long passages under motor."

All the stabilisers we feature here are "active" units, meaning they have moving parts that "push back" against the sea. Most will operate with very little noise, another consideration if anchored peacefully at night. Although there are variants and technology is improving all the time, here are the five main types:

Mimicking the profile of a fish, an opposing pair (or two pairs on larger vessels) of pivoting fins is placed under the hull as close to midships as possible and fitted with powerful actuators. The fins respond to sensors that measure the roll of the vessel and react quickly, providing a force that is equal and opposite. They are shaped to offer minimal drag going forward, but maximum effect when moving from side to side.

Stabilising a yacht while it is motionless or at anchor requires a different type of fin motion. Today, most companies offer an at-rest solution as well - either by using the same fins in a different mode or by installing a second set of fins.

Sleipner has taken the concept further by giving the fins a swept upward curve, which makes the thrust far more effective at anchor. The shape also minimises 'fin walk' where the kicking movement gradually propels the yacht over its anchor. Some designs, such as those from Naiad Dynamics , also have a retractable inner blade that expands the surface area in rougher conditions.

In the past, most fin stabiliser systems were hydraulic, but nowadays there’s a growing trend among manufacturers to offer electric versions. CMC Marine was the first company to do this and it leads the market in supplying systems to all the major Italian shipbuilders.

Electric fin systems are well suited to installation in yachts that also have other electric-powered equipment and can run off the vessel’s house system, eliminating the need to accommodate hydraulic piping on board. They also create less noise than some older hydraulic systems, which is very desirable to boat owners.

PROS: Fins are very effective, quick acting, powerful and usually offering zero speed functions. Less space is needed with the latest units due to the compact size of motors and hydraulics.

CONS: Vulnerable to damage from submerged objects.

A relatively new technology compared to fins, gyro stabilisers spin a heavy metal flywheel at up to 17,000rpm and then use the gyro's desire to remain vertical to push back against the forces trying to tip it over. This proves very effective, especially at anchor. The rolling and yawing is instead turned into more of a bobbing motion, which is very easy to live with.

Gyros are usually delivered as a self-contained unit and can be installed wherever there is room, but ideally on strengthened bearers along the centreline. They operate almost silently, mainly because the flywheels are often spinning in a vacuum to minimise resistance and heat. Gyros come in a wide range of outputs, from the superyacht-sized Veem VG1405D to the Seakeeper 1, installed on a centre-console sportsboat. Gyros do require a considerable amount of space below, a steady power source and strong points to push against.

PROS: Very effective at anchor. Easy to install. Multiple units can work together. No need to place it on the centre line.

CONS: Not as effective as fins underway, but very useful in tenders, especially for sports fishing. Require a reasonable amount of space and provision of strong points.

ROTARY STABILISERS

Spin a cylinder in water or air, and you develop a low-pressure area on one side. This generates lift, known as the Magnus Effect, which can be harnessed to counteract a roll. Rotary stabilisers have proved effective both at anchor and underway as they can be articulated backwards and forwards. Skippers deploy them at 90 degrees at anchor for maximum leverage but angle them backward to reduce drag when cruising. The speed of the spin can be quickly altered to create different levels of lift depending on the conditions. Some types can be retracted into the hull to keep them safe and reduce drag to a minimum.

PROS: Relatively simple in operation. Quite easy to install. Fast acting. Good for tenders.

CONS. Some drag when deployed underway, so only effective for displacement vessels.

As actuator technology advances, the hydrodynamic wing is evolving fast. This is a melding of fins and trim tabs, so when underway, the wings behave just like those of an aircraft, presenting at right angles to the flow and twitching up and down to exert the necessary opposing forces. At anchor, they sweep backward and forward like giant paddles, generating the lift required to cancel out rolling. When not needed, they retract neatly into the hull.

PROS: Effective and stowable, so ideal for ice-class vessels wishing to minimise protrusions.

CONS: More complex than most systems. Needs modified space in the bilge area for the retracted wing and the actuators.

INTERCEPTORS AND TRIM TABS

Only effective for vessels underway, and particularly useful on faster yachts and tenders, interceptors and trim tabs are found on the transom and act on the very rear of the vessel. Interceptors are guillotine-type blades that drop vertically into the wake, whereas trim tabs are horizontal flaps. Both are usually motorised, and thanks to modern sensors and actuators, can react in a split second. The force they can exert cancels out a lot of the yawing movement underway.

PROS: Fast acting, effective and helpful in saving fuel by establishing correct trim when planing. Minimal internal space needed.

CONS: Only effective at speed.

Some companies, such as Humphree , make both fins and interceptors, such as this Lightning mode (below), complete with colour change underwater lights. The unit is intended for tenders up to about 14 metres.

FIXED FOIL 

Although technically not an 'active' stabiliser in the true sense, this is worth mentioning as there is a growing trend for large motor yachts to fit an underwater wing. The foil lifts the stern underway and can complement the fin system by keeping the yacht at the optimum angle of attack. Apart from saving fuel, another benefit is the reduction of turbulence in the wake, making the voyage a lot quieter, especially for guests relaxing near the stern. DMS also makes an articulating version, which gives the skipper more choice of trim and can compensate for different tank levels and other changes in loading.

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Classic Boat Road Trip: Tour of Boatbuilding in New England

Our Classic Boat Team went on a whistlestop tour of boatbuilding in New England, Editor Steffan Meyric Hughes reports.

Classic boat new england road trip.

A V8 pick-up, Tom Petty on the stereo, cowgirls in denim shorts, roadside diners and motels with flickering neon lights… This was the dream for CB’s ad manager Hugo and I as we set out on our way in the new world. Or New England at least. We should’ve known better, having visited this part of the world in 2018. The reality was less colourful: a reliable Japanese hire car, Cape Cod Rock on the radio, boatbuilders in denim (not shorts), a historic hotel with creaky stairs in Rhode Island and… well, Wendy’s burgers.

First stop on the New England tour: JM Reineck and Son

This is Bob and son Jared. They love the house – spent seven years waiting for a suitable house with ground/basement you can drive into. They also have lovely lake (pond) views and plenty of land (albeit not any of it flat!!).

We looked at bronze blocks. Apparently these are Herr in origin and last for ages. The boat is an original Buzzards Bay 15, Flickamaroo, built in 1916. It was the start of everything: “I took it out of the water in 1981 to tighten a few bits. She didn’t go back in until 2011!” Bought it 50 years ago, aged 79. Now the son has joined the enterprise, which is run from their cavernous converted basement. He’s building bronze Herreshoff blocks at the moment. They last seemingly forever. He’s into a 22-year long-term test with a guy who runs fishing charters on a skipjack schooner. Sails go up and down at least four times a day, every day. They’re still fine. Recent job was L Francis boat Catriona. Current job is 7/8in blocks for Cherise, 57ft Alden yacht. Doing hollow cleats for that too – Reliance style.

Arey’s Pond

Arey’s Pond , America’s builder of new catboats in GRP (and, occasionally, wood) was our next stop about an hour away, so we hit the road and wound through endless lakes (there are 3,000 in the state of Massachusetts), rivers, forests, and towns with names like Chatham, Sandwich and Rochester. The yard is in a lovely setting by a small lake (‘pond’) reached by a dirt road, and a river leads into Mount Pleasant Bay, protected from the Atlantic by a long spit of land.

I count more than 50 catboats on the lake, all blowing this way and that to their anchors as a strong breeze blew through, but the sun is out and cats are being readied on land to spend the summer afloat. Up some stairs in the canvas shop, we meet Geoffrey Cabral, who once got off a speeding ticket in England on the strength of spelling his first name properly. He has also been Arey’s ‘canvas guy’ on and off for 25 years, and loves the job.

In his time, he’s made sails, welded custom swim ladders, done all the canvas work on the 186ft schooner Adix, and even made a body bag for a burial at sea. He’s originally from Bermuda, and for a while lived on a Venus ketch he’d restored himself, and lost in a freak hurricane. “I really never thought I could live in New England” he says with a smile, but the job, the setting, and the nearby surf beaches mean that he now calls the place home. The only mystery to Geoff is that more young people don’t want to go into his line of work, and marine in general. And if you’re wondering about the long hair, and thinking it goes with surfing and listening to Cape Cod Rock (Geoff is a fellow fan, it seems), then you’d only be half right. He grows it to cut every six years and donates it to a charity making wigs for cancer patients!

The day was long, and we drove to our next hotel in Newport, Rhode Island. The white-painted, weatherboarded Bellevue House is the oldest hotel in the town, opened nearly two centuries ago and straight out of Moby Dick. In town, we find the least touristy bar we can and eat burgers and drink beer, watching the baseball, and weather reports showing floods and promising 100pmh winds through the night for much of New England.

Photos from Mystic Wooden Boat Show , New England

The First Sunrise: Boatbuilding in Maine

The main regret of our two US yard tours so far (the one detailed in this issue and another in 2018), is that we’ve not yet made it as far north as Maine, one of the world’s spiritual homes of classic yachts and working boats, a place I know well from youth, having spent a three-month summer there. Another is that we’ve not yet made it over to the west coast, to the epicentre of Port Townsend in Washington and around, although our correspondent Bruno Cianci got as far as California on his own American mission last year. As for Maine, the first place in America to see the sun rise, we’ve followed a few yards from afar over the years. The first of these is Artisan Boatworks , run by Alec Brainerd, who we bumped into at the WoodenBoat Show in Mystic . For some years now, Artisan has been championing the great one-designs and dayboats from American history – the yard has built new or restored almost countless keel boats like the fabled Dark Harbor 17, Buzzards Bay 15 and 18, and various of Herreshoff’s famous 12.5s and their derivatives. They have also been involved in all sorts of other projects, like the restoration of the 1959 S&S yawl Glory , a build of a replica late-18 th century Gil Smith catboat ( Whirlwind II inspired by Mariam ) and a new, 39ft (11.9m) luxury day-sailer designed by fellow ‘Mainiacs’ Stephen Warings Yacht Design. This new boat, Wisp , has been cold-moulded in wood and is nearing its final stages. Artisan presently has the 1903 Herreshoff Bar Harbor 31 Joker for build, one of just 13 built. Alec is keen to find a buyer to start the restoration, and the yard has gathered together all plans and historical information. The other recently restored member of that class, Scud , belongs to the Prada family and has been clearing up racing in the Mediterranean.

Rockport Marine , founded in 1962 by Luke Allen, is another yard that builds new as well as carrying out restoration work, and in common with American boatyard tradition, designs much of its output in-house, with iLn-house designer Sam Chamberlin. The wide variety of boats over the decades has included traditional plank-on-frame and modern wood-composite vessels. Quite notably, two of their most recent projects feature in our awards this year: the LW38 day-sailer and R37 down-east-style lobster launch. This latter has her roots in the lobster yachts from the 1950s by Newbert and Wallace, and was built for simple, sturdy cruising, with no fewer than four layers of col-moulded timber used in her construction. She’s 37ft (11.3m) long as the moniker implies, and has the unique distinction of an open transom for easy swimming and tender deployment and retrieval. The single 550hp diesel will let the boat cruise in the high teens and top out above 25 knots, and an onboard shower and galley make overnighting a possibility, as well as island-hopping at speed. The cold-moulded LW (Little Wolf) 38 is initially striking for her simple good looks. This first one, Mar Amore, was built for island-hopping, weekending, and singlehanding or short-handed sailing.

A few years ago, we hauled the Little Harbor 36 Thora and were taken with the hull shape and svelte centerboard. This memory was fresh when a client called looking for a shallow draft yacht. The brief was for a daysailer (maybe a ‘weekender’) to be mostly single-handed, that would sail a long season, and needed to get underway without fuss. The initial inspiration was Aage Nielsen’s Design 324, and the boat was built in jut 56 weeks. She carries her beam aft to give a good-sized cockpit for day-sailing guests, and a centreboard means she can reach places other boats can’t. The interior will sleep four and there is an interesting touch in the deck hardware, which is all bead-blasted 316 stainless steel – “a soft look which does not need polishing and complements the muted running rigging and modern rope lifelines” according to Rockport. Past restorations include the 1924 Fife schooner Adventuress , the 1941 sardine boat William Underwood and the Alden-designed 1938 motor sailer Trade Wind a few years ago, still looking pristine when we spotted her at the WoodenBoat Show in Mystic. 

Brooklin Boatyard have, like Rockport, been around over half a century founded, as it was, by Joel White (1930-1997) in 1960. Joel, through his design and building work, was one of the best-known figures in the classic boat world in his time, but it’s perhaps less well known that he was also the son of author and essayist EB White, whose works include Charlotte’s Web and Stuart Little . These days, it’s another American do-it-all yard: restoration, new build and design, and they’ve done plenty of it. Restoration of a little mahogany runabout Come From Away , the spirit-of-tradition sailing yacht Harper ; and Legend , a modern take on Ernest Hemingway’s 38ft sport fisher, have all featured in our awards over the past few years. The yard has also built quite a few larger spiri-of-tradition yachts, including the 91ft (27.7m) cold-moulded Sonny III . In 2015, Broolin collaborated with an unusual design partner: the architect Frank Gehry, for the build of the sailing yacht Foggy . The yard is currently busy with a new 56ft cruising sailing yacht and the larger, 55ft version of the Hemingway boat – the Wheeler 55, which has just been launched.      

Lyman Morse has built around 110 yachts over the last four decades, and like the others on these pages, they have featured quite prominently in our Awards in more recent years, firstly with the outrageously gorgeous Hood 57LM, a tall, powerful sport-fisher style yacht with a high outside helm, built in cold-moulded timber, and all bright finished. They followed it up a couple of years later with Shadow, a cold-moulded Hood 35LM which was so technologically advanced that it wouldn’t need any crew to motor from one destination to another, which we thought would rather defeat the point, until Drew Lyman pointed out that it would be very handy for deliver trips! Either way, insurance won’t allow it, so the point is moot for now. Either way, she won our award that year (2023). Another 35 was built just a year later. The new 42LM, with a similar, sport-fisher launch, is also now in build. These are all handsome, fast, planning or semi-planing motor yachts built in cold-moulded timber, but the yard has also built quite modern-looking sailing yachts in the material, like two LM46 sloops, and even an all-carbon, 30ft (9.1m) electric foiler, Naiver . Who knows what they might do next?!

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How is the sinking of Mike Lynch's Bayesian superyacht being investigated?

Questions are now turning to how the tragedy - which has so far seen six people confirmed dead - could have happened.

By Claire Gilbody Dickerson, news reporter

Thursday 22 August 2024 22:05, UK

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Italian authorities are leading the investigation into the sinking of the Bayesian superyacht - owned by British tech tycoon Mike Lynch - which has so far seen six people confirmed dead.

Mr Lynch's body was among those recovered from the shipwreck, off the coast of Sicily, this week. His 18-year-old daughter, Hannah, is still missing.

Of the 22 people on board the Bayesian, 15 survived.

Here we look at how the superyacht's capsizing, which happened in the early hours of Monday while anchored near Porticello, is being investigated.

Follow latest: Five bodies identified

Who is investigating the sinking?

A criminal investigation was opened immediately after the tragedy, despite the fact no suspects have been identified publicly.

Investigators from the public prosecutor's office in the Sicilian town of Termini Imerese are collecting evidence for that investigation.

The UK's Marine Accident Investigation Branch (MAIB) has deployed a team of four inspectors to Italy to conduct a preliminary assessment.

It is understood they will look at all relevant aspects of the sinking, including the design, stability, and operation of the vessel. They will also examine the effects of the weather conditions experienced.

The MAIB does not look to establish blame or liability but seeks to discover the causes of accidents at sea and prevent similar incidents in future.

Witnesses to face 'methodical' questioning

The case is likely to carry on for months.

Investigators will take their time, speaking to survivors and eyewitnesses, as well as examining physical evidence.

They have already started to question witnesses, including the vessel's captain James Cutfield.

Obtaining witness testimony as soon as possible will be key for the authorities investigating the disaster, according to experts.

James Wilkes, a marine investigator, told Sky News those examining the sinking will want to speak to those who survived or saw what happened "while the memories are fresh in their mind".

"Fortunately, 15 people survived," he said.

"I'd like to explore the circumstances in which they were able to survive the storm and the sinking, to look at the anomalies and work out the difference between those and the people that sadly didn't survive, and combine it all with technical data and simulation."

Mr Wilkes added investigators must work through evidence "methodically and meticulously".

Read more: Who was on superyacht that sank off Sicily? What we know about disaster - and 'alarming' potential cause

Keep up with all the latest news from the UK and around the world by following Sky News

Will the shipwreck form part of the investigation?

Questions have been raised about whether the sunken yacht will be salvaged during the investigation.

The Italian coastguard has said a decision on whether to raise the vessel from the seabed was "not a topic on the agenda" at the moment - but "will be" in the future.

Nick Barke, head of salvage operations at Boats.co.uk, a boat sales and services company, said the "only real way of knowing" why the yacht sank would be to lift it to the surface.

The Bayesian had an extractable keel (an underwater fin) that was almost 10 metres in length when extended and acted as a counterbalance for the vessel.

Its final position will be crucial for investigators to discover.

If it was stowed when the storm hit, it would have made the yacht much less stable.

"That is a key fact that needs to be established," Matthew Schnack, chairman of the Maritime Search and Rescue Council, told Sky News.

"That keel in effect will lower the centre of gravity of the vessel and make it more stable.

"And if that keel was lifted up, it could have had significant impact on the vessel's ability to stay upright when the storm hit."

Investigators are also likely to look at whether any openings - such as windows and doors - were open on the vessel, which could have allowed it to fill with water more quickly.

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Questions raised about human error

The chief executive of a firm which makes and sells yachts like the Bayesian believes the sinking may have been due to a series of human mistakes.

Giovanni Constantino, CEO of the Italian Sea Group, told Sky News the storm on Monday had been expected .

Mr Costantino asked: "Why was the ship in that situation? The storm was readable… We must ask ourselves why none of the fishermen in the port of Porticello went out at sea that night? Why did no one go out to sea?

"Everyone knew about the storm. And then, if a fisherman knew, why the commander of a ship of such importance, with guests of such level and importance, with 12 guests on board... Why wasn't he in an alert situation?"

Mr Constantino had earlier told Sky News there were no flaws with the design and construction of the Bayesian and vessels like the stricken superyacht were "unsinkable".

The chief executive has also been pushing the same message to Italian media outlets.

"A Perini boat survived the Category 5 Katrina hurricane. Do you think one couldn't survive a waterspout here?" he told the Corriere della Sera newspaper, referring to a type of tornado which is believed to have hit the Bayesian.

But as well as the possibility of human mistakes, investigators will also look at whether the yacht was technically sound, and how rare the tornado weather event was which led to the sinking.

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