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2022 Boat of the Year: Best Offshore Racer

• By Dave Reed
• December 17, 2021

Sailing World Magazine’s annual Boat of the Year tests are conducted in Annapolis, Maryland, following the US Sailboat Show. With independent judges exhaustively inspecting the boats on land and putting them through their paces on the water, this year’s fleet of new performance-sailing boats spanned from small dinghies to high-tech bluewater catamarans. Here’s the best of the best from our 2022 Boat of the Year nominees »

As interest in doublehanded offshore racing piqued with the expectations it would be an Olympic sailing discipline in 2024, so too did the development and production of several purpose-built 30-footers. Dehler Yachts, Germany’s big production boatbuilder, jumped into the action with its own 30-footer, and as we’d expect of a Judel/Vrolijk and Co.-designed race boat, this one is an all-business shorthanded racing machine jam-packed with cool features found on grand‑prix boats twice its size.

“You can tell they started with a blank slate because the boat is so well-integrated with the design and construction—from bow to stern,” Greg Stewart says. “It hits its design purpose spot on. It’s a complete small offshore one-design, and it’s obvious there was a lot of development required to get things so right.”

Prototypes and mock-ups after mock-ups were required, Dehler says, to efficiently accommodate a lot of boat handling and living in such a compact craft. Virtually every rope on the boat spills into the cockpit, which is the way of life in shorthanded sailing, where everything happens at the back of the boat. Vigilance with line keeping, therefore, is paramount. That and carefully executed and planned maneuvers. In full-tilt conditions, there will be a lot going on in the cockpit, Stewart says, but everything’s easily at hand.

“All the control-line leads are well thought out,” he adds, pointing to the smooth-operating traveler controls and the individual gross and fine-tuned mainsheet flip cleats mounted on the cockpit floor.

Powlison’s first impression at the dock was that the boat would be challenging to manage, but “once we went sailing, it all was logical. Yes, there’s a lot of line management, but once you’re disciplined to do that, the boat is much easier to sail than it looks.”

With the trio of judges and the owner piled on board during the test sail, it was immediately obvious that two is company and three is definitely a crowd. “It’s also not the type of boat where you’ll want to spontaneously invite an inexperienced crew [to go race],” Powlison says. “You will really need to know what you’re doing, but once you do get comfortable with everything, it will be a really easy boat to sail well.”

Ben Corson, the Annapolis-based owner of our test boat, had spent the better part of a year racing with his female partner and tinkering with the boat, and consequently, the boat is meticulously prepared, race-ready and offshore-compliant. There’s no mistaking what’s what and where—labels pasted throughout the boat identify halyards, sail and ballast controls, safety gear and even the electronics manuals.

As a tightly controlled one-design class with ratified rules, owners like Corson can’t do much to the boat as it is, but there’s not much—if anything—an owner would need to change anyway. Everything on the boat, the judges agreed, works as it should. Adjustable backstays, for example, lead forward to clutches mounted on the cockpit wall, which allows the backstays to be kept taut or released without having to worry about loading to a winch during a maneuver. With the turn of a locking nut on the tiller arm, the steering system can be adjusted to change rudder toe-in on either side. The traveler track runs nearly the full width of the wide transom, opening up a wide range of adjustability for the 361-square-foot mainsail, and as a bonus, small removable reaching struts open up headsail sheeting angles. Stainless-steel foot braces are easy to deploy and stow, and allow the skipper to lock into a comfortable position over the angled coaming, with great visibility over the bow.

When the boat is powered up and leaning on the chine, Allen says, the sensation is exceptional: “This delivered the best sailing experience of all of the boats we tested. It was easy to tack and jibe, it tracked great, it’s easy to get to the sail controls, and we had no problems whatsoever with wiping out—and we tried hard a few times.”

With Allen on the tiller and Powlison managing the sheets as they started upwind into a 15-knot breeze, Stewart hit the chamfered rail. “My first impression from the rail was how high I was and how it was charging upwind—like a big boat. I couldn’t feel the chop, I didn’t get wet, it didn’t skid out at all. I was also amazed at how solid it felt; there wasn’t one bit of pounding, creaking or anything.”

Eventually, Stewart came off the rail and they filled the ballast tank instead—to the equivalent of 400-plus pounds of rail meat. Allen says the gravity-fed water-ballast system took about five minutes to top off, roughly 30 seconds to transfer during a tack, and less than a minute to drain.

“Once we added the water ballast, the boat just powered forward,” Powlison says. “You can really feel the difference when the boat sits on the chine and just tracks straight ahead.”

Impressed as they were with the Dehler 30’s upwind pace, when they set the big red A2 spinnaker (1,076 square feet) and took off down the bay, they had no doubts about the boat’s downwind potential. They only used three of the five class-sail inventory on board, which includes an A2, an A5, a spinnaker staysail and a Code Zero, and if they had more time and distance, they would have certainly piled on more sail area.

“I could see going with the A5, the J3 and the staysail, and maybe a reefed main in a big breeze,” Allen says. “That would be fun—and wicked fast.”

Lightweight and strong is, of course, the holy grail of every race boat, and here too Dehler delivers with what the judges say is an immaculate cored-hull laminate and good detail in the finish work throughout the boat. Dehler was also keen to leave out extraneous weight from the interior to get the boat to weigh in at just over 6,000 pounds. Without any floorboards (there’s thin foam padding glued to the inner hull skin instead), they’re able to get 6 feet of standing headroom at the companionway (which has a sliding hatch hood on rails) and plenty of sitting headroom forward of the mast and into the V-berth.

To achieve a higher level of the camper-sailor experience, comfortable V-berth cushions and removable mesh hull liners are standard, as is a folding centerline table, rounded wooden bench seats, and backrests that double as pipe berths. With storage cubbies scattered about the boat, a marine toilet with a graywater tank, a two-burner stove and two quarter berths, this little race rocket is definitely a legit weekender too. Lithium-ion batteries and a 9.9 diesel with a retractable Stealth Drive shaft that pulls up flush with the hull will get you where you need to go and keep the electronics suite powered up just fine.

The Dehler 30 was a strong contender for Boat of the Year, but the judges couldn’t dismiss the boat’s biggest limitation: It will get hammered by most rating systems, which makes it a one-trick one-design offshore-racing pony. It is, however, an outstanding design for keen shorthanded sailors looking for a race-ready platform for just over $240,000. If—or when—international class racing ever becomes a real thing, the offshore sailing world will be a better place.

• More: Boat of the Year , Boat of the Year 2022 , Dehler , Sailboats
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Best performance yachts: Our pick of the top options

• Toby Hodges
• March 10, 2023

Toby Hodges takes a look at all the nominees and the winner of the performance yachts 2022 category in the European Yacht of the Year Awards

The European Yacht of the Year awards is the most thorough and impartial awards programme – the winners here are widely considered the best yachts of the year . As such the boats nominated by the jury in the performance yachts category can be considered the best of the best.

This year’s shortlist had the full range. From the more conventional definitive style of performance cruiser to the contemporary French interpretation of a lightweight planing cruiser – and even a new brand of sports  catamarans  for the thrill seekers.

Three Italian pure performance yachts and two very different yachts built in Slovenia made for a varied and exciting Performance Yachts category.

Best performance yachts

Winner best performance yachts 2023 – beneteau first 36.

Where once we could assume a cruiser-racer was a fairly standard format design, over the last decade it’s been much more the sexy, perormance yachts the Italian yards specialise in. But as French yards like Pogo and JPK have proven, there’s growing enthusiasm for lightweight planing yachts – and the First 36 is the first real production yacht in that spirit.

Here’s a yacht that puts the focus firmly back into sailing. The First 36 has been kept inviting and approachable – unlike many yachts that can plane, the look is modest, not aggressive. It’s uncomplicated, unfussy and the result is a pleasure for all to sail. It’s more about what you can’t see, the design and engineering, which should ensure longterm demand.

The small, fiddly heads compartment and lack of tiller options are perhaps the only real detraction from an otherwise brilliant collaboration by Seascape and Beneteau, from concept to build quality.

It was their goal to keep this area of the market relevant and prove a mainstream brand can do it, rather than only niche specialist yards. To create a mass produced yacht at this weight and to this foam-cored quality and one that can bring so much fun is a feather in the cap of the First brand.

Grand Soleil 40

The Grand Soleil 40 is an archetypal Med cruiser-racer, and an absolute delight to sail – a feature I’ve learned that Matteo Polli designs tend to share (he also drew the Ecoracer). We sailed the race set up with ORC keel (an IRC version is available too) and six winches, an extended bowsprit and a taller mast. It was one of my most memorable trials of the season in 10-12 knots, with the deep and forward positioned rudder giving plenty of control and lovely direct steering.

The three cabin interior can have one or two heads and different galley options, the cabins are a good size with modest stowage, and it’s all tastefully styled by masters Nauta.

Italia yachts 12.98

At 5ft longer and from the board of Cossutti (who Polli once worked under), the Italia Yachts 12.98 is another cruiser-racer in the same grain as the GS40, but with a markedly different looking white interior. We sailed the ‘Bellissima’ cruising version, which 80% of customers have opted for.

Italia’s yard is now in Fano and its one-shot infused vinylester build looks impressive. However, the deck lacks some refinement and practical stowage, while the three cabin interior isn’t voluminous by today’s standards.

This is a slippery yacht that has a lovely, light feel on the single rudder – the interior styling will be the deal breaker for most.

Solaris Yachts on the other hand has perfected its recipe, tripling its yard size to cater to demand for its sexy Acebal-designed performance yachts.

The Solaris 50 we tested in 2015 and which won this award was arguably the turning point that propelled the brand’s popularity. The owner of the new 50 we tested previously had the original 50 and a 58 and confirms this replacement has nearly the same space as the 58, yet is faster, more powerful and stable than its predecessor (we easily matched 7-8 knot winds under gennaker).

It heels onto its chine and accelerates well, while twin rudders provide ample control. The design prioritises helming experience but the yard needs to come up with a better helm seat option. The interior is well executed, especially the spacious forward owner’s cabin.

The Elan E6 is a big 47-footer, high and beamy and one that leans more towards spirited cruising with generous accommodation over racing. That said, extensive options allow you to tailor it either way, including foam cored furniture and a taller carbon mast for those looking for extra oomph.

It’s a fine collaboration between Humphreys Yacht Design, Gurit, Pininfarina and Elan, while an impressive standard spec includes a carbon sprit and six winches.

The E6 is fun to sail at various angles and gives a nice, sporty feel on the helm – it likes to heel but has plenty of grip and tracks well.

The cockpit is deep and comfortable, with good optional protection and there’s ample deck stowage. A really smart three (or four) cabin interior shows a high standard of construction, finish and styling. It is bulky and you pay for the size in weight, but it looks good and Elan knows how to build a great boat for the price.

Best performance yachts 2022

Winner best performance yachts 2022 – jpk 39fc.

Along with fellow Brittany yard Pogo, JPK has redefined the modern performance cruiser: stiff, stable and efficient to the max. For the keen sailor who wants to get the utmost enjoyment out of hands-on cruising, the JPK 39 is a superb design (and to my eye, an appealing one too), while the yard has done a nice job with the vacuum-infused construction and interior fit-out. The two-cabin version we sailed had plenty of stowage too.

It looks different, behaves beautifully and stands up to its canvas, is designed to sail efficiently with a loaded displacement, and has a deck set-up to encourage you to trim it to your heart’s content. My only slight negative is the unnerving mess the cockpit can become as there are so many control lines.

This lightweight blast will best suit experienced sailors and those comfortable with short-handed sailing. And it guarantees smiles.

Photo: Andreas Lindlahr/European Yacht of the Year

One such sports catamaran is the IC36, an exciting first offering from a new Czech brand that’s packed with fresh thinking. The first turbo version of this cruising catamaran (Independence) is built using a carbon fibre crossbeam, bowsprit, boards and rudders, epoxy hulls, plus a custom Pauger rotating mast, which all serve to keep weight below three tonnes.

It provided some spirited sailing, particularly when fetching at a measured pace of 10-13.5 knots with the code 0. The direct feel of tiller steering while seated in the low rotating bucket seats was a highlight.

The finish quality in the hulls is first class and there is somehow space for up to eight berths. The coachroof features a retractable bimini and removable vinyl side panels and solar panels, while the cockpit table, which includes an exterior galley, is also removable.

In fact the IC36 can be dismantled to 2.55m beam to make it legally trailable. It has so many options and ideas – too many perhaps – all reflected in the price.

Monohull enthusiasts will share our congratulations to J-Boats for its elegant new flagship. The J/45 won the hearts of the jury and made for a long drawn out decision against the JPK. In the end the two yachts will appeal to different sailors and tastes.

J has stayed true to its roots, yet still managed to bring a current, classy new offering. The unmistakable Alan Johnstone lines have been paired with a contemporary, warm European interior designed by Isabelle Racopeau, while much focus has been paid to the joinerwork and the invisible quality. We saw the two cabin version, which has an excellent technical cabin in place of the second aft cabin.

The J/45 is designed to still perform when loaded with cruising gear. True to J’s reputation, it was a witch upwind and could outpoint anything else during our trials. The compromise is that it won’t plane easily like a JPK or Pogo.

The Solaris 40 is another looker from Soto Acebal and the blue steel metallic hull colour of the test boat made the powerful hull shape really stand out.

We liked the recessed traveller, direct steering to the twin rudders, neat folding helm seats, clutches integrated into the coamings and the easy access to the side decks. However, the jury found the cockpit with its short benches and deck design a little too flat and minimalist.

The interior is smart and contemporary, again offered with two or three cabins with two heads it makes good use of the space.

One of the yachts I was looking forward to sailing most was the Pogo 44, and the only one shortlisted that I didn’t manage to! A collision with the photographer’s RIB shortly before my scheduled trial put it out of action.

However, my colleague Rupert Holmes did a full Pogo 44 test and report on it for Yachting World and describes the 44 as designed to thrill and unlike any other pure cruising yacht of its size. The stability from the beamy hull and deep lifting keel combines brilliantly with the ability to sail fast easily and in comfort. However some jury members didn’t like having to rely on an autopilot to use winches.

The interior is like a loft apartment, with so much natural light – it’s minimalist yet comfortable, spacious and practical for cruising.

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Home  Competition  Offshore  ORR

Offshore Racing Rule (ORR)

What's new for 2024.

ORA has made modest updates to the ORR VPP for the 2024 season. From these changes boats should see little to no change in their ratings.

Updated 2024 Application System

US Sailing’s Offshore Office has spent the off-season developing an improved and more efficient application system, as well as an internal processing system designed to make issuing certificates more accurate, efficient, and repeatable.

US Sailing has assigned a unique boat ID (SKU) to every boat that was received an ORC or ORR certificate in 2022 or 2023. Owners should have received an email from US Sailing assigning a boat ID to their boat. If a boat has not been assigned a Boat ID, they can start their ORC Certificate process below with the New Boat Application form.

US Sailing is in the process of developing a universal measurement database for all offshore sailboats in the US. Assigning each boat a unique ID allows our office to track the boat through its life span in an efficient manner, allowing the office to provide more accurate and timely service to its members.

Start Your ORR Application

Who Owns It

Offshore Racing Association (ORA)

Why Did It Start

The Offshore Racing Rule (ORR) grew out of a desire by North American sailors who felt the International Measurement System (IMS) was no longer meeting their needs. The ORA was founded in 2004 by the Cruising Club of America (CCA), Chicago Yacht Club (CYC), and the Transpacific Yacht Club (TPYC). Learn more about the history of the ORR.

How It Works

The Velocity Prediction Program (VPP) used by ORR was developed in the mid-1990’s s as a refinement of the Massachusetts Institute of Technology (MIT)/Pratt Institute project that was the foundation of the IMS. Since its inception, the VPP has been heavily modified as the result of annual updates reflecting the latest technology and scientific research. The rule relies on measurements of all the speed affecting variables required to competently predict reliable handicaps. More information on measurement may be found on our Services page. The ORR outputs multiple ratings suitable for different course configurations and wind mixes. Race organizing authorities may use any of these standard ratings or may recommended “course mixes” that represent predominant conditions for their events for a customized rating.

Who Uses It

The ORR is a popular measurement rule used in North America and is the rule of choice for such events as: Newport-Bermuda Race, Puerto Vallarta Race, Transpacific Yacht Race, and many more. ORR also has Regional Championships for the East Coast, Great Lakes, and West Coast.

Where We Fit In

US Sailing Offshore is charged with acquiring, processing, and archiving all data to issue certificates to boats based in the United States.

Fully Measured

A complete measurement must be provided by a US Sailing Official Measurer. Sail measurement certificates must be submitted to complete that rating, these can be completed by your sail loft or approved US Sailing Measurer. This is the most accurate rating the rule system offers. High profile ocean races, such as the Newport-Bermuda Race, often require fully measured certificates. To request official measurement, please contact the US Sailing Offshore office at [email protected].

Partially Measured

For Partially Measured certificates, owners are allowed to declare a subset of the complete measurement, while other parameters are assigned by the rating office. Where input data is lacking, the rating office will apply estimates from sister-ship data that err to a faster rating. Sail measurement certificates must be provided and can be completed by your local sail maker. Partially measured certificates provide the easiest access to an ORR certificate and are popularly used for distance races and race series.

Using a simplified measurement profile based on existing measurement databases of production boats and simple sail measurements, ORR EZ offers entry level access to the measurement rule. The VPP output is reviewed by ORA’s National Technical Rating Committee and relevant subjective corrections may be assessed. ORR-EZ is designed for entry level and local competition. The US Sailing Offshore Office does not issue ORR-EZ certificates, to apply for your ORR-EZ certificate click here .

For boats currently holding a year valid certificate, any changes to the configuration must be reported and a new certificate reflecting those changes issued. For Fully Measured certificates, relevant parameters may need to be remeasured by a US Sailing Official Measurer.

Copy Certificates

Copies of currently valid ORR certificates are available through the Regatta Management website . Using their website any valid ORR certificate can be downloaded and saved.

To understand how a potential modification would impact a boats rating, trials may be ordered through the US Sailing Offshore office, see the application below. A Trial Certificate is NOT valid for racing.

TRIAL APPLICATION

Performance Package

Providing detailed polars and specialized performance information, this product available from the ORA is delivered as an Excel spreadsheet compatible with on-board navigation equipment and software packages.

For more: ORR Performance Polar Packages

2024 ORR Pricing Model

Orr application, how to apply.

Read through the instructions below carefully. When you are ready to apply click the application button located below the instructions.

Our new application was built to gather information about an owner and their boat to issue certificates more accurately and efficiently.

Items to have on hand when applying:

• Boat ID - US Sailing has assigned a unique boat ID (SKU) to every boat that received an ORC or ORR certificate in 2022 or 2023. Owners should have received an email from US Sailing assigning a boat ID to their boat. The Boat ID powers the application, and will be needed to apply. If your boat has never been rated before, or you received an ORC or ORR rating prior to 2022 please use the New Boat Application below to apply for a rating.
• US Sailing Member ID – To obtain an ORR Certificate an owner must be a member of US Sailing. If an owner is not a member or needs to renew their membership, please use this link to learn more about our membership opportunities click here .
• Past Rating Certificate(s) – If the boat was rated under ORR in the past you will need to have your most recent certificate on hand to reference the certificate number. Our office is interested in the most recent certificate(s).
• Sail Certificates – Any new or remeasured sails that are being reported must have a sail certificate from the sail loft or a recognized measurer included in the application. If sails are being reported, the applicant will type in the measurements, measurer information, and sail certificate. Even if the sail is being replaced "same-for-same" the sail will need to be measured and reported.
• Crew Weight – Owners declaring a crew weight will declare their given weight on the application. If crew weight is not declared a default crew weight set for the class will be used. Boats are required by the rating rule to sail at or under the maximum crew weight listed on the certificate. It is highly encouraged that owners declare a crew weight.
• First Race Information – On the application owners will declare the first race they are doing under the rule they are applying for a certificate under. Have the name and date of the boat’s first VPP race on hand. The Offshore Office will use this information to guarantee owners have their certificates in time to race.

2024 Certificate Application - Boat with a US Sailing Boat ID

Any boat that was rated in 2022 or 2023, will have received a unique Boat ID from US Sailing. A Boat ID will be needed to use this application. If you do not have a Boat ID, but received a certificate under ORC or ORR in 2022 or 2023, please contact the Offshore Office at [email protected] or call 401-342-7953. If you do not have a Boat ID, and were NOT rated in 2022 or 2023, please use the New Boat Application below.

2024 CERTIFICATE APPLICATION

New Boat Application - Boats wtihout a US Sailing Boat ID

Any boat that did not receive an ORC or ORR certificate in 2022 or 2023 will need to be assigned a Boat ID by the Offshore Office. Please complete the New Boat Application below. Once submitted, US Sailing will contact you in 1-2 business days with your Boat ID. If you have any questions, please contact the Offshore Office at [email protected] or call 401-342-7953.

NEW BOAT APPLICATION

Application FAQ's

No, you are unable to save your application and retunr later.

If you have further questions please call the Offshore Office at 401-342-7953.

• Complete the Certificate Application located on this page.
• Complete the Sail Measurement Form and Hull, Rig, and Propeller Measurement forms if needed. If these forms are needed instructions on how to do so will be emailed to upon completion of your Certificate Application.
• Ensure that all sail certificates and data is submitted to USS either by boat representative or certified measurer (i.e. sail loft, or measurer).
• Ensure all measurement data is submitted by the measurer, if applicable.
• Boat representatives will be sent an invoice.
• Once invoice is paid, the boat representatives review test certificate.
• Boat representative approves certificate.
• USS issues final certificate and Performance Package (if purchased).
• Certificate will be uploaded to ORR Valid list

The Offshore Office implemented a new internal certificate processing system to issue certificates more efficiently, accurately, and in a more repeatable manner. This starts with our new database system, which organizes all certificate requests. To initiate any request an owner must fill out an application. This streamlines the process and allows for the removal of “fingers” in the data, creating a more accurate and repeatable system.

US Sailing will run a test ORR certificate for your review. This will be sent to the owner email or boat representative (if applicable) email submitted in the application. The relevant boat parties will review the test certificate for accuracy.

The owner or boat representative (if applicable) will receive an invoice for the certificate(s).

Once the invoice is paid US Sailing will take this as approval of the test certificate and will issue the final certificate. The certificate is uploaded to ORR’s database of valid ORR certificates.

The Offshore Office processes certificates in order of event. When the office is ahead of schedule, they will process certificates for future events. All boats will have their certificate prior to the event indicated on their certificate application.

If the boat already has a current year ORR fully crewed or short handed certificate then follow these steps to obtain an additional certificate:

• Launch US Sailing’s 2024 Certificate Application. Input Boat ID and contact information.
• On the Certificate Type page, select “ORR” as most recent certificate.
• Select “Additional Certificate”
• Select the type of certificate you wish to obtain (ex. Short-Handed).
• Fill in necessary information including any sail differences and submit application. US Sailing will be in contact with a test certificate.

If the boat does not have a current year ORR Certificate, follow these steps:

• On the Certificate Type page, select the most recent certificate received, if applicable.
• Select “Renewal” if you are renewing a past year certificate. Select “New” if your boat has never been rated (New Boat Application ONLY).
• Select all certificate types that you need, i.e, Fully Crewed, Short-Handed.
• Fill in necessary information and submit application. US Sailing will be in contact with a test certificate and invoice.

The USS Offshore Office’s goal is to produce rating certificates that accurately represents a boat. This means getting some fingers off the keyboard. Each time data is re-typed there is a chance for errors. By having owners and boat representatives’ type in sail measurements directly which then feeds into a database we are cutting back on the amount of data we must re-type into the system.

Additionally, to help achieve more accurate sail data, sail lofts will be using a similar system. US Sailing has created a new digital sail measurement form for lofts to use when measuring sails. These forms are automatically sent to US Sailing and stored in a boat’s sail inventory.

Whenever sail data is submitted to US Sailing the Offshore Office checks each sail for errors and reserves the right to correct input mistakes as needed.

Sail lofts have a US Sailing developed tool to automatically submit sail measurements directly into the US Sailing system. This system identifies the boat and owner the sails are associated with. When the sails are submitted our office will attach the sails to your boat’s data file.

Therefore, you are welcome to apply before you receive the sail or after. If you would like to apply and get your information into our system, you will need to contact your sail loft to ensure they send the unreported sails to us through our Sail Measurement Form for sail lofts.

If you receive a sail certificate for a new or remeasured sail and you believe the sail loft has not submitted the data to US Sailing, please contact us at [email protected] or call at 401-342-7953.

In future years the renewal process will be quicker and more efficient as the Offshore Office will have this data in their database. The 2024 application is the first step in this process.

Other Resources:

• Offshore Racing Association
• ORR Rulebook
• ORR MEASUREMENT GUIDELINES
• ORR Measurement Protocol PDF
• US Sailing ORR Policy
• ORR-EZ Certificates

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Offshore Racing Sail Names Explained

• July 17, 2023

Table of Contents

Racing sailboats is a thrilling and challenging sport, but it can also be overwhelming for those new to the game. There are countless different types of sails and it can be difficult to know where to start. In this article, we will be discussing the most important racing sail names that every sailor should know.

We will also discuss the differences between racing and cruising sails, as well as give a brief overview of common offshore sails such as H1, J1, J2, A1, A2, etc. Whether you’re a seasoned racing sailor or just starting out, this guide will provide you with the knowledge and confidence you need to take your racing game to the next level.

Sail Size A Shape Determine A Racing Sail Name

Sail size is a critical component of any racing sailboat, as it plays a major role in determining the speed and performance of the vessel. The size of a sail is dictated by the type of boat and rig, with some masts designed for large genoa headsails and smaller mains, while others have the opposite. It is important for sailors to understand how sail size impacts the overall performance of their boat, particularly when it comes to handicap systems such as PHRF (Performance Handicap Racing Fleet).

When it comes to club racing, sailors must declare their sail sizes to the handicap system. This is where knowing the LP (luff perpendicular) and girth measurements of your sails becomes crucial. Many casual racers may find mistakes on their certificates when they take a close look, so it is important to work with a sailmaker to ensure that these measurements are reported correctly.

Making adjustments to sail size can also have a significant impact on speed and rating. For boats that are chronically underpowered, a bigger genoa can help. On the other hand, if a boat is often overpowered, a smaller jib can help reduce the amount of tipping and result in a more favorable rating. Similarly, a mainsail with a smaller girth than what is listed on the rating certificate may be entitled to a few seconds per mile of rating benefit.

Understanding Racing Sail Shapes

Sail shape is another important factor to consider when it comes to racing. A sail’s shape can become distorted over time, which can lead to a loss of efficiency and speed. To ensure that your sails are in the best shape possible, it’s important to regularly identify the shapes of your current sails and make adjustments as needed.

One of the best tools for identifying sail shape is a camera. Take photos of your sails from as low as possible at the mid-foot, looking up, and share them with your sailmaker. These photos will allow your sailmaker to see the overall draft, leech profile, and other important details of your sails.

As sails age, the overall draft tends to move too far aft, and the leech profile opens up in the high-load middle and upper sections. Both of these changes make the sail less efficient, which can lead to slower speeds. If your photos show this type of distortion, it’s a good idea to start budgeting for a new sail. Starting with the sail that you use the most, such as your genoa, is a good place to begin.

It’s also important to monitor your sails’ shapes over time. Every season, take the same sail shape photos and share them with your sailmaker. This will allow you to see how your sails are changing and make adjustments as needed. If your sailmaker isn’t interested in looking at photos of your existing sails, it may be time to find a new sailmaker.

Common Offshore Racing Sail Names

When it comes to racing, having the right sails for the conditions can make all the difference in the world. As a sailor, it’s important to know the different types of sails available to you, and how to use them to your advantage. One of the most important factors to consider when choosing a sail for racing is whether it’s an offshore sail or not.

Offshore sails are typically made from stronger and more durable materials than inshore sails, and are designed to withstand the harsh conditions of open water. They are also often built with a more aggressive shape, to provide the maximum amount of power and speed.

One of the most common offshore racing sail names you’ll hear is the Heavy 1 (or H1). This is a heavy weather headsail that’s typically used in strong winds and rough seas. It’s made from a strong, durable material, and is designed stability in heavy winds.

Another common offshore sail is the J1. The J1 is a jib that’s often used in medium to heavy winds. It’s designed with a relatively flat shape, to provide a balance of power and stability. The J2 is similar to the J1, but it’s designed for use in even heavier winds.

The A1 and A2 are also common offshore sails. The A1 is a heavy weather spinnaker that’s typically used in strong winds and rough seas. It’s made from a strong, durable material, and is designed with a deep draft to provide maximum power and stability in heavy winds. The A2 is similar to the A1, but it’s designed for use in even heavier winds.

When choosing offshore sails, it’s important to consider the conditions you’ll be sailing in, as well as your own skill level and the capabilities of your boat. Be sure to consult with a sailmaker or other experienced sailor to help you make the right choice. With the right offshore sails, you’ll be well-equipped to take on any challenge that the open water may throw your way.

Final Thoughts

In conclusion, understanding sail size and shape is crucial for club racing sailors looking to optimize their performance on the water. By knowing the LP and girth measurements of your sails, as well as keeping an eye on their shape over time, you can make informed decisions about your sail inventory and ensure that you have the right sails for the job.

It is important to work with a sailmaker who can help you understand these concepts and make the necessary adjustments to your sails. They will be able to advise you on the best sizes and shapes for your boat and rig, as well as any changes that may be needed as your sails age.

In addition, being familiar with common offshore racing sail names such as H1, J1, J2, A1, A2 etc., and understanding how they are typically used in different types of races and conditions can also be beneficial to your performance.

By following these guidelines, you can ensure that your sails are optimized for performance, and you can enjoy the thrill of club racing to the fullest. So, get out there on the water and let the wind take you to the finish line!

And if your sails start to look more like trapezoids than triangles, just head over to SailTrader and pick up some new ones. We’re the largest marketplace exclusively dedicated to sailboats, so you’re sure to find any type of sail you’re looking for!

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Apply for 2022/23 Rating Certificates

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This site is the home of the family of rating rules owned, developed and managed by the Offshore Racing Association . Apply for 2021 certificates at the links immediately above. Info for race committees and organizing authorities can be accessed via nav bar links. Our goal is to make it possible to race boats of all ages, knowing the rating will be fair. We are here to make it easier for volunteers and competitors to enjoy the sport. Don't hesitate to contact us.

Doug Ryan - Executive Director

Click images for Valid Boat Lists & ORA Assigned Ratings list. 

Thank you to the OA's & Race Committees who selected ORR!

Newport Bermuda Race   •    Marblehead to Halifax Race   •    Bermuda Anniversary Regatta   •    Marion to Bermuda Race   •    Annapolis to Bermuda Race   •    The Corinthians Yacht Race   •    NYYC Annual Regatta   •    Ted Hood Regatta   •    AYC Srping Oxford   •    Annapolis to Miles River   •    SMCM Governor's Cup   •    NASS Oxford   •    AYC Fall Solomons Island

Great Lakes

Ugotta Regatta   •    Queens Cup, Chicago    •    Verve Cup   •    Bayview Long Distance Race   •    Trans Michigan Race   •    Tripp Memorial Cup   •    Clipper Cup

California Offshore Race Week   •    West Coast North   •    Rolex Big Boat   •    Phyllis Kleinman Swiftsure Regattas   •    Aldo Alessio   •    Pacific Cup   •    OYRA   •    Lightship Race   •    Great Vallejo Race   •    Spinnaker Cup   •    Corum Cup   •    Coastal Cup USA

West Coast South

MEXORC   •    Acapulco YC (all races)   •    Puerto Vallarta Race   •    Newport to Ensenada Race   •    Cabo Race   •    Islands Race   •    Fast 50 Class So. Cal 300   •    Rum Runner Race   •    Long Point Race Week   •    Santa Barbara to King Harbor   •    Transpac

Total 1,900 boat starts, 12,000 racers ... and more!

Local and beercan races.

Corinthian Yacht Club Summerset Regatta   •    Hingham Bay PHRF Summer Series - Hingham Bay - ORRez Regatta   •    Constitution Yacht Club Summer Evening Series   •    Hingham Bay PHRF Spring Series - Hingham Bay - ORRez Regatta    •    Scituate Sailing Spring Series   •    Constitution Yacht Club Spring Evening Series   •    Hingham Bay PHRF Solstice Regatta - Hingham Bay - ORRez Regatta   •    Hingham Bay PHRF Scorpion Bowl - Hingham Bay - ORRez Regatta   •    Scituate Sailing Scituate Invitational- All Invited   •    CPYC/Boston Harbor Handicap Racing Rumble III   •    Constitution Yacht Club Rumble II   •    Hingham Bay PHRF Rumble I - Hingham Bay - ORRez Regatta   •    Eastern Point Yacht Club Round the Salvages Pursuit Race   •    Jubilee Yacht Club Phil Small Regatta   •    Manchester Yacht Club MYC Patton Bowl   •    Manchester Yacht Club MYC Fall Series   •    Corinthian Yacht Club Midsummer Ocean Race   •    Boston Yacht Club Marblehead Chowder Cup   •    Scituate Sailing Late Summer Series   •    Eastern Yacht Club Lambert Overnight Ocean Race   •    Constitution Yacht Club June Moon Chase Race   •    Jubilee Yacht Club Jubilee Annual Regatta   •    Hull Yacht Club HYC Great Chase Race   •    Hingham Yacht Club Hingham YC Hitchcock Trophy   •    Eastern Point Yacht Club Gloucester Ocean Pursuit Race   •    Courageous Sailing Center Flip Flop Regatta   •    Hingham Bay PHRF Flashlight Series - Hingham Bay - ORRez Regatta   •    Scituate Sailing Fall Sunday Series   •    Constitution Yacht Club Fall Evening Series   •    Eastern Yacht Club EYC Annual Regatta - ORR   •    Scituate Sailing Early Summer Series   •    CPYC/Boston Harbor Handicap Racing CPYC JFK Regatta   •    CPYC/Boston Harbor Handicap Racing CPYC Boston PHRF Wed Races - Summer Series   •    CPYC/Boston Harbor Handicap Racing CPYC Boston Wed Evening Races - Spring Series   •    Constitution Yacht Club Constitution YC Spring Regatta   •    CPYC/Boston Harbor Handicap Racing Constitution Cup   •    Hingham Bay PHRF Chowder Cup - Hingham Bay - ORRez Regatta   •    Savin Hill Yacht Club Boston Light Race   •    Boston Harbor Now Boston Harbor Islands Regatta   •    Eastern Point Yacht Club Bobbie Veltman Memorial Race   •    Boston Yacht Club Beringer Bowl Night Start   •    CPYC/Boston Harbor Handicap Racing 24th Annual Pursuit Race to Benefit Make-A-Wish   •    Sailing Club of the Chesapeake Gibson Island   •    Potapskut Sailing Association Moonlight Race   •    Potapskut Sailing Association Race to Rock Hall   •    Baltimore Harbor Cup

Total: 1,075 boat entries in 42 regattas!

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Offshore sailboat choices

Editor’s note: There are many types of hull design, rig configuration and material choices for offshore sailboats. We talked to four voyaging couples and asked them about the pros and cons of the choice they made when they decided on a voyaging boat.

Rich and Cat Ian-Frese Tayana 37 Anna Rich and Cat Ian-Frese left Seattle after an 11-year refit of their Tayana 37 cutter, Anna . They started out heading in the general direction of South America, where they eventually took a right turn and crossed the South Pacific. They have refit, cruised and lived aboard Anna since 2000.

Rich has a background in research engineering and spent many years working on research grants in emerging laser technologies. He has worked as a project director on R&D projects for the U.S. Department of Energy, the National Science Foundation and NASA. Cat spent over 20 years teaching elementary school, including special education.

Ocean Navigator: Why did you decide to voyage in a heavy-displacement boat? Rich and Cat Ian-Frese: My wife and I decided to voyage in a full-keel (with cutaway forefront) heavy-displacement monohull, a Tayana 37 cutter rig, because it has a comfortable and easy motion in the ocean. It feels solid and stable and safe in big waves, even in big confused waves — although the comfort factor is noticeably reduced in big confused waves, as it would be on any vessel in rough seas where the waves are big, short-spaced and coming from multiple directions. This will cause bashing into a headwind and heavy, lumpy rolling dead downwind. In our opinion, a heavier displacement vessel will absorb getting knocked around better than a light-displacement monohull.

ON: What are the advantages and disadvantages of this type of offshore boat? R&CI-F: The advantages of a heavy-displacement monohull, like the Tayana 37 cutter, are a very stable and comfortable ride in normal ocean conditions. The Tayana 37 has modest initial stability for a moderately heavy displacement boat, and it will comfortably heel over initially to dig in and pick up speed and add to its waterline length. And then its secondary stability kicks in, which is effective in keeping you sailing at a comfortable heeling angle. We’ve never felt the heeling angle to be unsafe, even in big rolling seas.

We don’t feel that there is any significant disadvantage to a heavy-displacement boat that is used for ocean voyaging, unless speed is your priority. We’ve never been in a situation where not being able to outrun bad weather resulted in a bad outcome. We think that it would be advantageous at times to attain a knot of speed for every knot of wind, like some fast monohulls and catamarans we know of, but we’re happy to slip along at 4 to 7 knots. It seems less stressful on the boat and rig, and less stressful on the crew as well, especially when conditions deteriorate. Besides, we like being on the ocean and don’t place a lot of emphasis on getting from point A to point B in record-setting time. But that’s just us; we can certainly see how hull speeds of 10 to 20 knots can be appealing when you actually have a chance to get ahead of a forecast bad weather system or have simply just had enough rolling on a 3,000-mile passage.

Many heavy-displacement vessels are full keeled. And while a full-keeled monohull like the Tayana 37 has advantages on the ocean — like righting itself quickly if rolled in heavy seas, and having an easy motion in normal seas, an excellent balance of primary and secondary stability, and a modest turn of speed — there is perhaps a disadvantage in close-quarters work.

In marinas where getting into a Travelift dock or a fuel dock involves backing up in a straight line in windy conditions or in a strong current, maneuverability can be a challenge. We could never back up our Tayana 37 down a narrow fairway and expect to end up exactly where we want to go. It’s not in the nature of the Tayana 37. Bow thrusters are, of course, an option, but we didn’t have thrusters on our boat. Many other boats with long keels, other than the Tayana 37, are simply bad when the transmission is thrown into reverse. Occasionally, we are lucky and the wind and current help us along. But generally the less distance we need to go in reverse, the better. Normal docking and turning in narrow fairways is fine. Just don’t expect consistently perfect results in reverse gear in a heavier breeze or fast-running current with some full-keel boats.

We had a Pearson 30 a long time ago. It had a light displacement and a spade rudder. It could turn on a dime and back down a long narrow fairway in almost any conditions. But there are tradeoffs with any boat. We would never think of taking that vessel on a long ocean voyage with its unprotected rudder. When most of your time is spent on longer passages in unpredictable conditions, a good stable boat that you have complete confidence in when the weather goes south is most important.

ON: For voyagers considering a heavy-displacement sailboat, what advice would you give? R&CI-F: We wouldn’t hesitate to sail a heavy-displacement boat. Personally, we’d feel more secure in conditions that were other than ideal. A heavy-displacement monohull doesn’t guarantee comfort in heavy weather, but it will buffer the ride and offer a degree of stability and security that you may feel is lacking in a light-displacement boat. If you want speed and comfort running downwind in the South Pacific, then a catamaran might be right for you. There are light-displacement catamarans and also moderately heavy displacement oceangoing catamarans about 48 to 50 feet in length that could take you just about anywhere that a shorter, stout, heavy-displacement monohull could. We choose the Tayana 37 cutter for its ruggedness in the ocean. It’s comfortable for a short-handed crew to operate, it’s economical at 37 feet and it has never let us down when in heavier ocean conditions over the past 20 years. It’s utilitarian. You might call it the Jeep of sailboats.

Phil and Lynda Christieson Kauri ketch Windora Phil and Lynda Christieson from New Zealand have owned and cruised extensively on Windora , a 43-foot Kauri ketch, for the last 26 years. They circumnavigated with their two sons in the ‘90s and are now completing a six-year cruise in the higher latitudes.

Ocean Navigator: Why did you decide to voyage in a wooden-hulled boat? Phil and Lynda Christieson: When we went looking for a cruising yacht, we were extremely lucky to find Windora , a proven offshore vessel, within our budget. Coming from New Zealand, where wooden boats are built from far superior materials, there was never any question that a wooden boat was inferior, and we learned very quickly that we had an exceptional boat. Being of wood construction, the interior is a piece of artwork, leaving you in no doubt that you are on a real boat, not a floating caravan.

ON: What are the advantages and disadvantages of this type of offshore boat? P&LC: Windora is a composite wooden boat, strip-planked with a heavy layer of epoxy glass fiber. This creates a high-strength, totally dry hull. It provides the most comfortable environment to live in, both in tropical and high-latitude climates. Repairs and maintenance can be done in the most remote places with easily available materials. There are large areas of the planet where you are treated differently because you sail a wooden boat. You are not just another white plastic boat; you stand out in the crowd. A traditionally planked wooden boat cannot be left on the hardstand for extended periods.

ON: For voyagers considering a wooden-hulled sailboat, what advice would you give? P&LC: First choice would be wood-composite construction, which lets you use two-part urethane paint systems, allows for minimum maintenance, and gives you the advantage of being able to store the boat ashore in the most extreme climates. You need to ensure the surveyor has a good understanding of wooden boats, as they are the most complex in construction of all the materials. A poorly built wooden boat can be hugely expensive to put right. Never touch any wooden vessel with iron fastenings in it.

Dave and Sherry McCampbell St. Francis 44 catamaran Soggy Paws Dave and Sherry McCampbell left Florida in May 2007 and headed west across the Pacific via the Panama Canal. They spent eight years getting across in their 1980 CSY 44 monohull. By 2015, they were ready for a faster boat and switched to a 2005 St. Francis 44 MK II catamaran. After four years exploring much of eastern Southeast Asia and a number of significant modifications, they now have the perfect cruising home.

Ocean Navigator: Why did you decide to voyage in a multihull? Dave and Sherry McCampbell: We are full-time international cruisers. There were many reasons we switched from our 1980 CSY 44 monohull to our 2005 St. Francis 44 catamaran. But the bottom line is that it was better suited to our increasing age and desire for more safety, more comfort and less maintenance. Below are the most important reasons to us that we switched. These mirror some of the most important advantages and disadvantages of a catamaran versus a monohull.

ON: What are the advantages and disadvantages of this type of offshore boat? D&SM: Here are what we see as the main advantages.

Level sailing: Cats sail relatively flat, so there is far less fatigue on a passage. Because of this, we can finally read and do computer work most of the time underway. That was rarely possible on the CSY monohull while rolling along at a 10- to 15-degree heel. This is really important for full-time cruisers and not well understood by the monohull cruising community. See the Navy study from a few years ago on page 24 of my presentation link below.

Layout: There is typically about 40 percent more room on a modern cat than on a monohull of similar length. A cat layout is much more cruising-friendly, with daily living, navigation and watch-standing areas up, and bunks, storage, heads and mechanical spaces down. The main saloon and cockpit are on the same level, so there’s no need for a ladder transit between them. It is also easier to access multiple storage lockers along the sides of two hulls instead of one, or searching for things under bunks and in the bilges.

Two engines: Modern cats generally have better speed and fuel economy while motoring. Motoring at 5 knots with one small engine properly loads up the engine and uses roughly half the diesel we used to use with the CSY. That means we can carry roughly half the fuel we used to carry for a 1,200-nm range. Two engines also means a full spare parts inventory is always on board, and there is no drama if one should develop a problem needing repair at sea.

Maintenance: The newer boat and more room mean generally easier maintenance for electrical and mechanical equipment. No teak on deck means no varnish work ever! A more modern rig makes rigging work and sail handling easier.

Unsinkability: Many modern cats won’t sink regardless of damage, due to a thick foam-cored hull, waterproof crash compartments and lack of lead keel. Our cat has a 1.25-inch foam-cored hull and deck, and is advertised as non-sinking unless really overloaded. That is a really comforting feeling while underway in deep water hundreds of miles from land. We think staying aboard is a better option than having to abandon ship into a life raft.

Stability: Cats have better stability at anchor, in a seaway or riding to a sea anchor. Little rolling means better sleep at night. It also means most things left on counters and tables will stay put underway in reasonable conditions. Availability of strong, wide bridle attachment points at the ends of the forward crossbeam reduce yawing and therefore ground tackle loads.

Speed: Most comparisons I have read indicate about a 20 percent speed increase on long passages. We rarely want to go more than about 8 knots, and we start reefing at about 7 knots. This compares to reefing at 6 knots on the CSY. We are comfortable at 7 to 8 knots on the cat. In the open sea, we consider anything more than about 9 knots uncomfortable due to increased boat motion and rig loads.

Sail handling: Wide, flat decks with little roll mean safer sail handling and reefing at sea. The jib is relatively small compared to the main, so it is easier to handle than on most monohulls. Also, no pole is required for downwind sails or a spinnaker.

Dinghy storage: Cats offer much safer and more convenient dinghy storage if lifted on high davits aft between the hulls. Typically, modern cats allow the dinghy (with motor on) to be taken out of the water easily and launched quickly. There is no need to remove the outboard and store the dinghy on the foredeck before making a passage.

Draft: The cat’s shallow draft gives many more anchoring options. This is especially important if looking for that mangrove-lined, unoccupied tropical cyclone hole. The ability to do a free haulout for repairs or a bottom paint touch-up on a beach is a huge advantage. It is easy to do on many beaches with just a few feet of tide.

Most of the monohull vs. catamaran comparisons, as well as catamaran features, are well covered in our PowerPoint presentation, “ Evaluating Modern Catamarans ,” available on our website.

ON: For voyagers considering a multihull, what advice would you give? D&SM: There is no perfect catamaran with all the features you may want, so be prepared to compromise somewhat. However, knowing what works and what does not for the cruising you plan to do is important. Be sure to research this carefully before starting to look for a cat.

With the number of catamarans being produced on the rise, there are many designs to choose from. However, not all are created equal. Although most cruisers spend 90 percent of the time in port, due consideration should also be given to features that enhance safety and comfort at sea. Most catamarans are optimized for tropics cruising and are probably not the best choices for high-latitude voyaging.

There is plenty here to consider before purchasing a cruising catamaran. Much more is on the Internet. Many modern cats are built for the lucrative charter trade and may have features that don’t work well for full-time bluewater cruising. Some of these can be corrected or improved, some cannot. Be suspicious of exaggerated dealer claims, ask for proof of anything that doesn’t seem right, and ask specific questions. Consider making a list of what to look for before going shopping.

As with almost all cat owners I’ve talked to now that we have made the switch to the “enlightened side,” we would never go back.

David Content & Roslyn Stewart Aluminum sloop Barefoot David Content and Roslyn Stewart have been sailing their boat, Barefoot , in the Pacific for eight years. Roslyn has previously sailed in Papua New Guinea and northern Europe. David has sailed extensively in the North and South Pacific. 

Ocean Navigator: Why did you decide to voyage in an aluminum boat? David Content & Roslyn Stewart: My present voyaging sailboat is Barefoot , a 43-foot aluminum boat designed by Angelo Lavranos and built by Dearden Marine. I chose an aluminum boat after having already sailed more than 50,000 ocean miles in an excellent 36-foot, IOR-design fiberglass boat. Most influential in the decision was wanting a solid, strong boat that was still reasonably lightweight and would withstand the stresses and wetness experienced for weeks at a time on offshore passages.

I learned from cruisers sailing metal boats that they did not develop leaky chain plates, slack stays and shrouds, water intrusion in the rudder, loose keel bolts or squeaky interior liners at the bulkheads, even after thousands of ocean miles. For me, an aluminum boat was a better choice than steel because steel boats require a watertight paint coating on all metal surfaces. I wanted to avoid the paint maintenance, and I desired the lighter weight of an aluminum fabrication.

ON: What are the advantages and disadvantages of this type of offshore boat? DC&RS: An aluminum boat is difficult to paint and doesn’t need it above the waterline. On Barefoot , the unpainted topsides are gray and protected by a naturally developing oxide coating. Some sailors perceive this as an advantage, while others prefer to paint the topsides for cosmetic purposes.

An obvious advantage of aluminum is that the robust cleats, chocks, handrails, stanchion sockets, chain plates, anchor rollers and genoa track bases are all permanently welded directly on the deck. In addition to being extremely strong, no potentially leaky deck penetrations exist. Inside the boat, aluminum frames and stringers serve as solid attachment bases for the interior handrails, autopilot ram, steering cable sheaves, and the generator and watermaker mounts.

Non-obvious advantages of an insulated aluminum boat are numerous. One example is that the insulated hull pulls the cabin and bilge temperature toward the water temperature rather than the air temperature. This means in the tropics we’re able to stow fruit and veggies in the cool bilge, and that no deck canopy is needed to keep the cabin cool, even in the tropical sun. Conversely, when sailing at high latitudes, the water temperature is warmer than the air and that keeps the boat naturally warmer.

Two disadvantages of aluminum boats are the cost of construction and the watchfulness required to avoid corrosion problems. Well-built aluminum boats are more expensive than production fiberglass sailboats. Aluminum fabrication costs are based on the material expense of proper aluminum alloys for hull plating, frames and stringers, and on labor costs for skilled aluminum welders. The construction process is more labor intensive than fiberglass boats.

Potential corrosion sources in aluminum boats are well understood by builders these days. Following best practices in electrical wiring and equipment isolation from the hull eliminates most corrosion risks. An aluminum boat owner can prevent corrosion by learning a few unique requirements. For example, an isolation transformer must be wired in the boat if connected to shore power; a charcoal filter must be used when filling an aluminum water tank from a city chlorinated water supply; never moor the aluminum boat next to a steel boat; never use chlorine cleaners for anything (use vinegar); and always have installed and regularly check an LED light indicating a fault from a connection between the hull and the positive or negative side of the battery.

ON: What is your advice for voyagers considering an aluminum vessel? DC&RS: They should follow the same process as with the considered purchase of any boat: Talk to sailors who have a similar boat, inspect as many aluminum boats as possible, and consider having a custom boat built by selecting a good naval architect and finding a small, experienced aluminum boatyard for the build.

By Ocean Navigator

Offshore Racing Seminars

There is absolutely no other program like this.  anywhere..

Next program runs in September, 2023. Contact us for details and current availbility.

Offshore racing appeals to many different people for many different reasons.  Sometimes it is the challenge of working against the elements.  For others, it is the thrill of making passages to new destination.  Or possibly it is the sustained thrill of sailing a quick boat against some of the best teams in the sport of sailing.  Or maybe it is a combination of all of these.

For many day sailors and buoy racers, it can be difficult to make the transition into offshore racing.  The boats are more complex.  The sail programs are extensive.  And life onboard requires some forethought and acclimation.  J/World has a program just for you.  If you are looking to do your own offshore events, or you are hoping to crew aboard with a team in a distance event, we can assist in making you a better, faster, and safer sailor.

Our offshore racing training program spends a series of days going over offshore safety requirements, best practices, sail selection, sail handling, optimal course routing, and onboard equipment before we set off on a real passage.  Most of our programs begin in San Francisco before making the 500 mile run to San Diego.  Three of our professional coaches and six clients provides an instructor to student ratio that is unparalleled.  Everyone receives significant personal attention, and the opportunity to participate in all aspects of racing the yacht.

Training is conducted onboard our offshore racing yacht, the famous Hula Girl.   This highly modified Santa Cruz 50+ was turboed under the supervision of Bruce Nelson.  She sports an updated carbon rig, a modern bulb keel, and new rudder.  She was most recently the personal boat of Paul Cayard, one of the most successful racers in yachting history, and completed an extensive refit in 2013.  For more on this incredible boat, visit here .

The J/World offshore yacht racing training  program is run about once per year, with the next course scheduled for a start date of September, 2019.  The seminar will begin in San Francisco Bay with three days of local practice and coaching.  We will then set off for a 500 mile offshore race practice, our ‘course’ being from San Francisco to San Diego.  Enrollment is limited to six participants, so interested parties are encouraged to contact us for further details.

“I wanted to thank you for a wonderful trip and the experience of a lifetime. I was and remain extremely impressed with all the preparation and hard work that you put in to make this trip a success for the students. I took from this experience not only a great deal of knowledge on ocean sailing, but also increased confidence in my ability as a sailor.”    – MC, after the 2008 Pacific Cup

J World Offshore Racing – 2012 San Deigo to Puerto Vallarta Race

About J World Offshore Programs

There are no other programs in the world like this.  period..

The offshore programs put together and managed by J/World are absolutely unique in the world of yachting.  You are a truly active and integral member of an actual racing team.  We don’t load the boat with clients to the point where no one gets to do anything.  We won’t just park you over a grinding pedestal  We aren’t just  taking you for a ride like so many big boat programs.  You are sailing the boat.  You get to drive, trim, navigate…  whatever your interests are, we’ll be sure that you get to exercise that muscle.

For most programs, we limit enrollment to six clients.  With three coaches aboard, that’s a 2:1 ratio which means everyone aboard gets a ton of personal attention from our extremely experienced staff.

These programs are fully turn-key, and managed by a team of sailors who are hand selected for both their extensive sailing background, and their ability to coach well and share their knowledge, expertise, and enthusiasm with others.  The afloat staff is supported by our expert shore team, insuring that you have the time of your life.

The boat is owned by J/World.  This is crucial…  it is not some charterboat that we tap into for occasional use.  It is our boat, campaigned regularly by our team.  To you, this means that the equipment is on absolutely top condition, the boat is maintained to the highest competitive standards, and the safety equipment onboard is second to none.

The J World Offshore Programs are singular in the world of yachting.  If you have heard of other pay to play programs or you have joined the ‘cattle boat’ programs that dominate the market, it’s time to rethink your experience.  There is no other program in the world like J World Offshore. Don’t take our word for it. Just read below for a couple of the many, many unsolicited emails of appreciation we get…

2017 Transpac Crew - Derek D. (aka Easy-D)

I know that I had the chance to thank each of you personally while I was in Hawaii, but I wanted formally thank you as group for the amazing experience aboard Hula Girl on this year’s Transpac.

Although I definitely had the least offshore experience among the group on board, all three of you put me at ease before, during, and after the race. Other than the vertigo issue that I had on a couple of the cloudy/moonless nights when I was steering (thank you Patrick for bailing me out!), I felt relatively comfortable at the wheel (for fear of a wipe-out of epic proportions). I must say that Patrick’s demeanor as my Watch Captain helped me build that confidence over the duration of the 2225 nm.

Watching all three of you going about your business onboard was a treat and demonstrated that all three of you are real pros! Whether it was Patrick at the bow, Wayne at the wheel or nav station, or Paul at the wheel, all three of you made it look so easy! Knowing that the boat was well-prepared in advance of the start also showed a level of professionalism that I haven’t seen. I greatly enjoyed the consistent communication of expectations prior to the experience occurring which helped keep surprises to a minimum. In short, this was not your first rodeo (unlike me) which helped allay any fears.

Although the Team Philosophy wasn’t a “win at all costs” one, the fact that you were able to coalesce a disparate group with varying levels of sailing and offshore experience was truly remarkable. To me, one of the more satisfying things was that we earned a podium finish in an extremely competitive division of SC50s and SC52s. However, I’m still contemplating all the ways we could have done better to make up the 5 minutes of corrected time on Deception, or the several hours that Horizon finished ahead of us. Regardless, I know that my goals prior to the race were to sail safely, fast, and fun! Mission accomplished!

Again, I thank you for providing me with this tremendous opportunity of sailing in this year’s edition of Transpac! Don’t be surprised if I decide to do something else with J World again whether it’s around the buoys or another offshore opportunity. I’m still smiling about the overall experience that I had and it’s certainly among my top sailing highlights, let alone one of the overall highlights in my 52 years.

Take care for now! Please keep in touch.

2016 Pacific Cup Crew - Andreas K.

I just wanted to spend the time to thank you again for all the training I got from you guys during the Transpac. Wayne, you are one of the best skippers I ever sailed with, and Patrick you are probably the best coach I have met so far.

You kept encouraging me to take over the helm, over and over again, and really helped me overcome one of the biggest shortcomings I saw in my skill set. Everyone on the boat had his chance. You guys were there for everyone who wanted to rise to the next level… and once we hit the Molokai Channel ,I was able to handle the breeze and the swell, which surprised me as much as some of the other guys!

I just wanted to let you guys know how much I appreciate what I took with me from this trip. You guys rock…

J/World Sailing

San Francisco Bay San Diego Puerto Vallarta

(800) 910-1101 (510) 271-4780 [email protected]

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J/World Performance Sailing School is the preeminent source for sailing skills development.

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Regional Sailboat Races in the USA

By: Zeke Quezada, ASA Destinations , Sailing Races

Let’s set sail into the thrilling world of regional sailboat races! These competitions offer a unique and exciting twist on the traditional sailing experience.

Regional races center around sailboats vying for supremacy in specific corners of the world, be it a coastal paradise or a cluster of enchanting islands. These events serve as a rallying point for local racers, as sailors hailing from nearby towns and yacht clubs come together to showcase their skills. 

What’s particularly enticing about regional races is their inclusivity. Whether you’re piloting a nimble dinghy or commanding a majestic yacht, these races often welcome boats of all types and sailors of all levels. Whether you’re a seasoned sea veteran or a novice setting sail for the first time, there’s a class tailored to your needs at most of these local sailing races.

It’s not all about the competition! Regional races transform into grand sailing events, where communities burst to life for multiple days of festivities while showcasing their local flavor. Sailors gather, forge new friendships, and revel in their shared passion for this incredible sport.

Moreover, these races often offer affordable entry fees, ensuring accessibility to aspiring racers of all backgrounds. Some races may be shorter and less arduous than epic ocean crossings, making them ideal for sailors looking to refine their skills. Regional sailboat races are all about honoring the sport of sailing and the remarkable community it nurtures.

• Website: Marblehead to Halifax Ocean Race
• Description: The Marblehead to Halifax Ocean Race is an offshore yacht race that takes participants from Marblehead, Massachusetts, to Halifax, Nova Scotia. It’s a challenging long-distance race across the North Atlantic.
• Website: Figawi Race Weekend
• Description: Figawi Race Weekend is a popular sailing event that includes both a race and a weekend of festivities. It starts in Hyannis, Massachusetts, and ends on Nantucket Island.
• Website: Block Island Race Week
• Description: Block Island Race Week is a biennial event that takes place on Block Island, Rhode Island. It features a series of races over the course of a week and is known for its lively social scene.
• Website: Vineyard Race
• Description: The Vineyard Race is an offshore race that starts and finishes in Stamford, Connecticut, with a course that takes sailors around Martha’s Vineyard. It’s known for its scenic course and challenging conditions.
• Website: Newport to Bermuda Race
• Description: The Newport to Bermuda Race is a classic offshore race that starts in Newport, Rhode Island, and finishes in Bermuda. It’s one of the most prestigious ocean races on the East Coast.
• Website: Ida Lewis Distance Race
• Description: The Ida Lewis Distance Race is a coastal race that starts and finishes in Newport, Rhode Island. It offers a variety of courses, including offshore and overnight racing.
• Website: Camden Classics Cup
• Description: The Camden Classics Cup is a regatta held in Camden, Maine, that celebrates classic and vintage sailing yachts. It’s a showcase of timeless sailboat designs.
• Website: Nantucket Race Week
• Description: Nantucket Race Week is a week-long sailing event held on Nantucket Island, Massachusetts. It includes a variety of racing classes and social activities, making it a family-friendly event.
• Website: Boothbay Harbor Regatta
• Description: The Boothbay Harbor Regatta is an annual regatta held in Boothbay Harbor, Maine. It features a mix of sailboat racing, social events, and onshore activities.
• Website: Annapolis to Newport Race
• Description: The Annapolis to Newport Race is a classic offshore race that starts in Annapolis, Maryland, and finishes in Newport, Rhode Island. This classic race takes sailors between two of the USA’s sailing epicenters.
• Website: Charleston Race Week
• Description: Charleston Race Week is a premier sailing event held in Charleston, South Carolina. It’s one of the largest regattas in the United States, featuring a wide range of sailboat classes and competitive racing.
• Website: Around Long Island Regatta
• Description: The Around Long Island Regatta is an annual offshore race that circumnavigates Long Island, New York. It’s a challenging race known for its variety of conditions and scenic views along the course.
• Website: Around Martha’s Vineyard Race
• Description: The Around Martha’s Vineyard Race is a sailing race that circumnavigates Martha’s Vineyard, Massachusetts. 
• Website: Conanicut Yacht Club
• Description: The Around Jamestown Island Race is organized by the Conanicut Yacht Club and takes place in the waters around Jamestown Island, near Newport, Rhode Island. It’s a local race with stunning views of the Newport area.
• Website: Atlantic Cup
• Description: The Atlantic Cup is a premier Class 40 offshore racing series held along the East Coast of the United States. It features multiple legs and attracts international competitors. The race promotes sustainability and ocean health.

• Website: Rolex Big Boat Series
• Description: The Rolex Big Boat Series is a prestigious sailing event held in San Francisco, California. It’s known for attracting top sailors and a wide range of sailboat classes, making it a highlight of the West Coast racing calendar.
• Website: Pacific Cup
• Description: The Pacific Cup is a biennial offshore yacht race that takes participants from San Francisco, California to Kaneohe, Hawaii. It’s a challenging race known for its long-distance and unpredictable conditions.
• Website: Newport to Ensenada International Yacht Race
• Description: This is one of the largest international yacht races, starting from Newport Beach, California, and finishing in Ensenada, Mexico. It features a wide range of sailboat classes and attracts sailors from around the world.
• Website: Baja Ha-Ha
• Description: The Baja Ha-Ha is an annual cruisers’ rally that starts in San Diego, California, and ends in Cabo San Lucas, Mexico. While not a traditional race, it’s a popular event for sailors looking to cruise along the Baja California Peninsula.
• Website: Swiftsure International Yacht Race
• Description: The Swiftsure International Yacht Race is held in the waters off Victoria, British Columbia. It offers a variety of race courses, attracting both local and international sailors for a challenging competition.
• Website: Round the County Race
• Description: The Round the County Race is a sailing race that takes place in the beautiful San Juan Islands of Washington State. It offers a picturesque and challenging course for sailors.
• Website: Santa Barbara to King Harbor Race
• Description: This race starts in Santa Barbara, California, and finishes in Redondo Beach, California. It’s a popular offshore race along the Southern California coastline.
• Website: Southern Straits Yacht Race
• Description: The Southern Straits Yacht Race is a challenging overnight race that begins and ends in Vancouver, British Columbia. It’s known for its strategic and tactical sailing.
• Website: Long Beach Race Week
• Description: Long Beach Race Week is a multi-day regatta held in Long Beach, California. It features a variety of racing classes and attracts sailors of all levels.

Gulf of Mexico

• Website: Harvest Moon Regatta
• Description: The Harvest Moon Regatta is a popular offshore sailing race that takes participants from Galveston, Texas, to Port Aransas, Texas. It typically takes place in October and is known for its festive atmosphere.
• Website: New Orleans Yacht Club
• Description: The Race to the Coast is a sailing race that starts in New Orleans, Louisiana, and finishes in Gulfport, Mississippi. It’s organized by the New Orleans Yacht Club.
• Website: GBCA Performance Cup Series
• Description: The GBCA Performance Cup Series is a series of sailboat races organized by the Galveston Bay Cruising Association (GBCA) in Galveston, Texas. It includes various races and regattas throughout the year.
• Website: St. Petersburg Yacht Club
• Description: The St. Petersburg to Havana Race is an offshore race that starts in St. Petersburg, Florida, and finishes in Havana, Cuba. It’s organized by the St. Petersburg Yacht Club.
• Website: Clearwater Yacht Club
• Description: The Clearwater to Key Largo Race is an offshore sailing race that starts in Clearwater, Florida, and finishes in Key Largo, Florida. It’s organized by the Clearwater Yacht Club.

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Annapolis YC DH Distance Race Oct 6, 2020 thank you Will Keyworth and Allison Chenard/US Sailing

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