Cruising World - May 2016

HANDS-ON SAILOR

athwartship binnacles forward

of the twin helms, where you’ll

fi nd the sheet winches and

electric controls. This setup

is ergonomically superior to

hunching over a wide cock-

pit seat to access the winches,

and I believe it will become

increasingly popular.

Cockpit tables have be-

come substantial and sophis-

ticated, incorporating built-in

navigational screens, lighting,

refrigeration, stowage, and

hand- and footholds.

The once-popular large-

diameter single wheel evolved

not just to enhance steering

sensitivity, but also to allow

the helmsperson to steer from

either side of the boat. The

disadvantage was that the

wheel too often blocked access

forward to the sheet winches.

The now nearly ubiquitous

twin helms that have replaced

the single wheel provide visi-

bility from either port or star-

board, and create perfect fl ow

forward from the transom to

the companionway. Necessity

is the mother of invention. At

31 feet, the Marlow-Hunter

has no room for the aforemen-

tioned twin helms, so instead

a standard racing wheel on a

canting pedestal can be swung

from port to amidships to star-

board. The wheel is also col-

lapsible so one can take full

advantage of the spacious

cockpit when at anchor.

Apparently, today all lines

lead to the cockpit as all roads

once led to Rome. While

this may eliminate the need

to go forward, it also can re-

sult in a Gordian knot of tan-

gled sheets, reefi ng lines, hal-

yards and outhauls. Several

entrants designed sheet wells

in the cockpit sole or coam-

ings. Those with drop-down

lids then double as steps or

walking areas. However, sev-

eral entrants forgot to add a

notch in the lid for the lines to

lie in and allow the lid to close.

With lines leading aft, reduc-

ing the need to work at the

mast, mast pulpits are waning

in popularity.

GOING FORWARD

Grand Soleil has experimented

with mounting a low-profi le

anchor windlass in a vertical

position rather than the more

typical horizontal installation.

This eliminates the need for

a horizontal mounting shelf,

which inevitably restricts

access to the rode locker.

Perhaps partly due to the

popularity of cutter rigs and

self-tacking headsails, through-

out the 2016 fl eet there re-

mains a dearth of sui cient

deck span to secure a RIB or

hard dinghy. This leaves sailors

with roll-up infl atables or da-

vits, which may be suitable for

daysailing and perhaps coastal

cruising, but remain question-

able for ocean passages. With

the growing popularity of the

solent rig, which moves the in-

ner stay forward, toward the

headstay, proper deck stowage

will likely reappear.

With the exception of the

traditionally designed Passport

545, drive shafts, packing

glands, cutlass bearings and

fussy engine alignments have

been replaced by saildrives on

the 2016 entrants. Along those

lines, a small but clever innova-

tion that I noticed is a recessed

diesel deck fi ll. The cap sits in

a small well that captures and

funnels any minor spills. This

makes for easier mop-ups and

cleaner oceans.

But for a few exceptions, the

industry seems to have agreed

that outward-opening ports

are accidents waiting to hap-

pen, as when a wildly fl agging

sheet inevitably wraps one up

and carries it away. With trans-

lucent, modern materials of

bulletproof strength, in-hull

deadlights are appearing across

the range, from the Marlow-

Hunter 31 to the Beneteau 60.

Overall, and happily, it

appears that boatbuilders are

watching and learning from

one another, and, dare I sug-

gest it, even taking note of the

mountain of data collected by

the BOTY judges over the his-

tory of the event. This was a

banner year for af ordable mid-

size boats, fast and fun cruiser/

racers, and elegant yet capable

ocean voyagers.

Veteran voyager Alvah Simon is a

Cruising World Boat of the Year

judge and r equent contributor.

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Courtesy of Hunter Marine