best deck saloon sailing yachts

• Yachting Monthly
• Digital edition

Moody 41 DS: A deck saloon that pushes all boundaries

• March 10, 2021

Adopting a fresh approach to deck-saloon design, the Moody 41 DS is an exceptionally roomy cruiser that pushes a lot of boundaries, says David Harding

A genoa or off-wind sail can be flown from an extra furler in front of the self taking jib. Credit: David Harding

Product Overview

Moody 41 ds, manufacturer:, price as reviewed:.

First test of the Moody 41 DS

Enthusiasts of deck saloons often reckon there’s something missing if a boat doesn’t have one.

After all, especially in higher latitudes, why wouldn’t you want to able to sit inside and see out?

Whether you’re enjoying the view of the anchorage or scanning the horizon on passage, you stay warm and dry and within easy reach of the cockpit – which is still there for when you want to be outside.

What’s not to like?

Pursuing this logic has led to the launch of many a deck-saloon yacht over the years, but none quite like the Moody 41 DS.

The aft seats will comfortably accommodate two. Sail controls are led to clutches and winches within easy reach of the helm stations. Credit: David Harding

This new Moody has taken the ‘one-level living’ approach found on multihulls and motorboats and applied it to a 12m (40ft) monohull.

You walk straight into the deck saloon from the cockpit with no steps or companionway to negotiate.

From inside, thanks to the full standing headroom and large window area, you have an uninterrupted view so you can cook, sit at the chart table or just relax while staying in touch with the outside world.

It’s the same concept as on the Moody 45 DS , which we tested in 2008, but most 40-something-foot deck-saloon cruisers (and even those substantially longer) have the deck saloon at a lower level than the cockpit.

Acres of space

In addition to being one of the few single-hulled sailing yachts in her size range to adopt the one-level approach, the Moody 41 DS draws attention to herself in a number of ways.

The hard-top has an opening centre section and extends seamlessly from the deck saloon to just forward of the wheels. Credit: David Harding

She offers a vast amount of space for a start. Bill Dixon’s team drew a boat with plumb ends, high freeboard, full forward sections, near-vertical topsides, a broad stern incorporating a soft chine, and the beam carried well forward, creating an enormous volume for the interior designers in Germany to play with.

They used it to create a seriously comfortable interior for a couple with an occasional guest or second couple.

No attempt was made to squeeze in extra berths or cabins, so the Moody 41 DS boasts living space and stowage on a scale that few boats of this length can match.

Another notable feature is the way she not only brings the outside in but also brings the inside out.

For example, a hard top extends aft from the deck saloon over the cockpit to a point just forward of the twin raised helm stations, the centre canvas section sliding away so you can sit under cover or in the sun as you choose.

If you want to be completely in the open, go to the bow, where you have a seating-cum-lounging area creating a sort of forward cockpit.

Or move all the way aft and lower the hinge-down bathing platform.

Few 40-footers offer as many separate spaces for socialising on deck.

Apart from the broad flat stem with its hard corners, there’s little to strike you as out of the ordinary in the context of the modern high-volume cruising yacht when you meet the Moody 41 DS for the first time.

The full bow sections will more than accommodate the slight loss of buoyancy from the bow thruster in its tunnel and support the weight of the optional 100m of stainless steel anchor chain, not to mention a full water tank under the berth in the owner’s cabin.

Helped by the broad stem, a deep forefoot allows the bow thruster to be mounted well forward for maximum effect.

Staying below the waterline and moving aft, we find an L-shaped iron fin keel of moderate proportions giving a draught of 2.14m (7ft).

The Yanmar diesel lives beneath the cockpit sole and is easy to reach from above from the front via the deck saloon and from the sides. Credit: David Harding

That’s unless you pay extra, as had the owners of Aurelia, our test boat, for the 1.85m/6ft 1in alternative.

Propulsion is via a saildrive some way forward of a single deep rudder.

Form following function

Back above the water, fold-down boarding steps neatly incorporated into the stainless tubular guardrails help you scale the topsides.

Ascent accomplished, you find sunken side decks protected by high bulwarks and extending all the way to the bow – again, just as on the 45.

Overhead is a deck-stepped, double-spreader, high-fractional rig.

A large locker in the bow provides ample stowage as well as access to the bow thruster and chain windlass. Credit: David Harding

It supports a self-tacking jib and a mainsail that, though slab-reefing as standard, is almost invariably going to be of the push-button in-mast persuasion as on our test boat.

Moving towards the stern you find twin wheels with seats right aft, above the forward lower section of the cockpit.

From here you can stand and see over the top of the deck saloon – though you will still have a blind spot ahead of the bow unless you’re well over 6ft tall – or, as is suggested, sit down and look through it.

Lifeboat stowage is beneath the helm seats in a space enclosed by the hinge-down bathing platform. Credit: David Harding

Structural advances have allowed so much more glass (toughened of course) and less pillar than would have been possible only a few years ago, so seeing through from the helm is easy enough most of the time.

The potential problem is reflection, especially if you’re on the starboard side and facing the double layer of reflections from the open door slid across inside the aft end.

Having to think about these things is an inevitable consequence of one-level living, because the deck saloon is all above deck whereas the Moody’s established rivals have theirs at a lower level.

On the Sirius 40DS , for example, it’s more than 2ft lower and designed to keep your eye-level the same whether you’re sitting in the cockpit, sitting inside or standing inside.

Those on the Nordship 40DS and Wauquiez Pilot Saloon 42 are lower again, giving you a good view to either side from within but less of a view forward and little if any aft.

Mechanical advantage

Decisions made about what works best for visibility, it’s time to harness the power of the bow thruster and 57hp of Yanmar diesel to get under way.

Slab reefing is standard, but most owners will opt for the easy-to-handle in-mast furling. Credit: David Harding

This presented few challenges on the day of our test, even if windage would be a consideration in a breeze.

In open water the Yanmar pushed us along quietly and smoothly, 1,500rpm giving 6.3 knots and 2,100rpm giving 7 knots.

Hinging up the cockpit sole reveals the engine compartment with its smooth, wipe-clean mouldings and a good amount of space for access.

Setting sail is straightforward.

A Seldén Furlex 304 is standard for the self-tacker, as is the pair of electric Lewmar 45 primary winches.

You can use the port one to furl or reef the jib if you need to. Sails unfurled and a few tweaks made, we settled down to beat into a breeze that ranged between 12 and 22 knots.

At its upper end it was as much as the boat wanted under full main and jib, but the flat water presented de-powering options that wouldn’t have been on offer in a seaway and we were perfectly comfortable most of the time.

This is a boat that definitely likes to be sailed ‘full and by’ in the old parlance: sailing deep enough to keep the log reading in the mid-6s felt best for VMG and gave us a tacking angle of within 85° on the compass.

Matching the polars might have been easier with a folding prop instead of the fixed three-blader.

For a boat of this nature it was a creditable performance, even allowing for the near-ideal conditions.

Elvstrom’s FCL laminate upgrades from the standard Dacron sails are undoubtedly worth having, not least because the greater stability of the fabric allows the mainsail to carry a greater roach.

We also had the optional outer forestay and a genoa on an electric Furlex 304.

Given the Moody’s high windage, substantial wetted area and modest spread of sail with the self-tacker, extra canvas would be useful in under 10 knots or so.

Lifting up the sole by the galley reveals a utility-cum-stowage area, here accommodating a washing machine and second fridge. Credit: David Harding

Since we were enjoying fresh conditions, we waited to unfurl the genoa until the wind was approaching the beam, and then surged along with the log nudging over 8 knots at times.

In terms of general obedience, the Moody 41 DS was not found wanting.

The rudder is big enough to maintain grip beyond normal angles of heel for a boat like this, unlike on some earlier Moodys that I have known to spin round and face whence they came with little provocation.

Seeing the sails

Helming positions are comfortable from windward or leeward, giving good sight of the jib’s luff, and the feel through the Jefa steering is positive.

Our test boat had the optional Carbonautica composite wheels as a well-worth-having upgrade from stainless steel.

Given the nature of the boat, it would be churlish to moan too much about particular aspects of the performance and handling.

Nonetheless, as she’s designed to – and does – sail, a few observations are worth making.

Full hull sections and firm bilges generate internal space as well as form stability. Performance is good for a boat of this nature. Credit: David Harding

Visibility of the headsails when you’re furling or unfurling them from the cockpit isn’t great.

It’s is a function of having a full-height deck saloon and a hard top: you can’t have it all. Colour-coding the lines, led aft through tunnels to the clutches and winches forward of the helm stations each side, would make life easier.

On our test boat they were all white with variations of black and grey fleck.

As for sail trim, a self-tacking jib will always twist open too far when the sheet is eased.

Similarly, a mainsheet taken to a fixed point close below the boom will also lose its downward component – and there’s no traveller.

Sail-trimmers will need no further explanation.

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Nordship 40DS

Extra photographs from Yachting Monthly’s test of the Nordship 40DS

Still in the cockpit, perhaps my biggest grouse is the all-too-common absence of stowage for small items – binoculars, phones, drinks and so on that you want to be able to grab without having to dive into one of the cavernous lockers either side beneath the cockpit seats (and you have to be careful not to trap any lines near the hinges when you close the heavy lids again).

These lockers contain the two diesel tanks and leave copious amounts of space for everything else, while the liferaft lives just above the static waterline in the stern, below the helm seats, and would be easy to slide into the water with the bathing platform lowered.

A hatch in the stern gives access to the inside of the transom and is often awash, so you would want to be sure that it seals as it should.

Moving forward, the recessed side decks are easy to negotiate but there’s nothing to stop green water running all the way aft.

There’s little to interrupt your view from the deck saloon, which houses the galley and a large lounging area, as well as the chart table. Credit: David Harding

On the leeward side it should flow straight out through the stern.

From the weather deck, it seems likely that some of it will end up in the cockpit.

Drains here should get rid of it, though its arrival might come as a surprise.

Inside space on the Moody 41 DS

In the deck saloon we find the galley along the port side, a chart table forward to port (with the optional third helm station on our test boat) and a large seating area around the table to starboard.

Spend another £2,500 or so and you can lower the table at the push of a button to create an extra double berth or large lounging area.

Mahogany joinery is standard, the golden oak on Aurelia being among the options.

Along the port side of the deck saloon, the galley includes a double sink, a three-burner hob, a fridge with access from the front and top, and a large port opening to the cockpit. Credit: David Harding

A standard feature is the ‘cellar’: lifting the sole in the galley reveals steps down to a utility area complete with space for a washing machine and a second fridge as well as stowage and access to some of the electrical systems.

On the whole, access to the essential systems seems good throughout the boat, partly because of the very welcome lack of cramming.

Interior mouldings are used sparingly and much of the interior is formed by the joinery, allowing access to the outer hull.

Choosing a second heads to port saves having to share the owners en-suite. Credit: David Harding

Going forward from the deck saloon and dropping down a level, you find the main electrical panel to starboard by the steps, protected by a hinged door.

Straight ahead in the bow is the master cabin, complete with semi-island berth, stacks of stowage and hanging space, an abundance of natural light, more than generous headroom and, of course, a spacious en-suite heads and shower.

In the guest cabin you have a choice: twin berths, a double, or twins that convert to a double. Credit: David Harding

As standard, this heads is shared (via an extra door) with the guest cabin to starboard.

I suspect most owners will choose the additional heads and shower to port in a space otherwise used for walk-in stowage.

The owner’s cabin in the bow offers a semi-island berth, generous stowage and plenty of light. Credit: David Harding

The guest cabin can have a double berth, twins, or twins with an infill for a double conversion.

As the images we have featured show, the styling of the boat is modern without being garish and the detailing and quality of finish are hard to fault.

The test verdict

There’s no doubt that the Moody 41 DS does exactly what she was designed to do.

She offers a vast amount of accommodation, together with the sort of inside/outside living space never before seen on a boat of this size.

The full-height, walk-in deck saloon has its pros and cons.

The optional third helm station at the chart table means you can keep watch from inside. Credit: David Harding

Dixon and Moody made a bold move adopting this approach on a 40-footer but, by choosing not to follow the path trodden by most boats of similar size, they have created something strikingly different.

If you don’t like it, there are alternatives.

If you do like it, you will probably love it.

If the concept suits you, you’re unlikely to be disappointed by other aspects of the design.

Handling under both power and sail is straightforward on the whole and the ergonomics work well.

Quality of construction, finish and attention to detail all seem up to the mark too.

Would the Moody 41 DS suit you and your crew?

This is not a purist’s boat – and she’s not meant to be.

She’s a boat for people who, whatever their boating background, are likely to want to spend extended periods aboard, most probably in port or at anchor much of the time.

Nonetheless, while she might not conform with every blue-water sailor’s idea of what a long-distance cruiser should be, there’s no reason why she shouldn’t cross oceans.

View aft from the forecabin, showing the en-suite heads and the steps up to the deck saloon. Credit: David Harding

I even had a call from a well-known racing sailor looking for a different sort of boat.

At the other end of the spectrum, I would not be surprised if she attracted newcomers to sailing who like the idea of a boat with a conservatory and fail to understand why all boats don’t come with one.

She might also find favour among people who would otherwise be homing in on – or perhaps moving away from – owning a catamaran or motor boat, not wanting the beam of one or the running costs of the other.

With so much to offer, I suspect the Moody 41 DS is likely to find wide appeal.

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43 of the best bluewater sailboat designs of all time

• January 5, 2022

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

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

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

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

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

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

Best bluewater sailboats of 2022

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

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

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

Allures 51.9 price: €766,000

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

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

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

Ovni 370 price: €282,080

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

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

Windelo 50 price: €795,000

Best bluewater sailboat of 2022 – Outremer 55

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

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

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

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

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

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

Outremer 55 price: €1.35m

Best bluewater sailboats for comfort

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

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

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

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

Photo: Sander van der Borch

Contest 50CS

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

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

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

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

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

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

Photo: Rick Tomlinson

Hallberg-Rassy 48 Mk II

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

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

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

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

Discovery 55

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

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

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

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

Photo: Latitudes Picture Library

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

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

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

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

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

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

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

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

Privilege Serie 5

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

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

Gunfleet 43

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

Photo: David Harding

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

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

Read our full review of the Kraken 50 .

Wauquiez Centurion 57

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

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

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

Photo: Voyage of Swell

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

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

Photo: Peter Szamer

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

Tartan 3700

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

Broker ’ s choice

Discovery 55 Brizo

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

Oyster 575 Ayesha

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

Oyster 575 Pearls of Nautilus

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

Best bluewater yachts for performance

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

Photo: Carlo Borlenghi

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

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

Photo: Graham Snook

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

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

Outremer 51

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

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

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

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

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

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

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

Sweden Yachts 45

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

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

Photo: Julien Girardot / EYOTY

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

Photo: Andreas Lindlahr

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

Seawind 1600

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

Best bluewater sailboats for families

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

Photo: Nicholas Claris

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

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

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

Photo: Gilles Martin-Raget

Fountaine Pajot Helia 44

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

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

Photo: Arnaud De Buyzer / graphikup.com

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

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

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

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

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

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

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

Photo: Bertel Kolthof

Jeanneau 54

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

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

Nautitech Open 46

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

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

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

Photo: Olivier Blanchet

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

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

Beneteau Oceanis 46.1

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

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

Beneteau Oceanis 473

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

Jeanneau Sun Odyssey 49

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

Nautitech 441

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

Atlantic 42

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

Best bluewater sailing yachts for expeditions

Bestevaer 56.

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

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

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

Photo: Jean-Marie Liot

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

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

Photo: Morris Adant / Garcia Yachts

Garcia Exploration 45

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

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

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

Photo: svnaima.com

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

Futuna Exploration 54

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

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

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Moody Decksaloon 48

The Moody DS 48 embodies the captivating heritage of British seafaring while simultaneously setting new standards for modern luxury. This yacht seamlessly integrates galley, saloon, and cockpit on a single level, offering a spacious feel akin to a catamaran, yet without sacrificing the comfort and exceptional sailing performance characteristic of a monohull. Thanks to an impressive 360-degree panoramic view from the deck saloon, you can always keep an eye on your surroundings. The exclusive forward dinette is specially crafted for moments of relaxation and tranquility. Furthermore, the Moody DS 48 pampers you with a magnificent owner's cabin and two extraordinary guest cabins. Each cabin boasts a private bathroom and separate shower, offering luxurious personal havens. Experience the Moody DS 48, a masterpiece where tradition and innovation intertwine flawlessly, and every detail reflects the highest standards of craftsmanship.

Exterior design

Moody yachts combine excellent nautical characteristics, easy handling and breathtaking design.

Interior design

Our interiors offer unique solutions that provide ultimate comfort and storage space, a homely experience and amazing design.

ROOM FOR YOUR WISHES - THE MOODY DECKSALOON 48

Choose from nine layout variants for the space that best suits your individual wishes and needs. The Moody DS48 offers up to six cosy berths, a wonderfully sunny decksaloon with a galley and up to three shower-featuring bathrooms with plenty of natural light.

The most important information about your Moody DS48

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The Moody DS48 represents the latest evolution in yacht design, evident in its hull shape. Bill Dixon's incorporation of chines maximises interior comfort while minimising the wetted area in the water. This allows for easy sailing and fast cruising, offering a 360° level of luxury. Andreas Unger - Product Manager

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What is a deck saloon yacht, and why is it better for cruising?

A deck saloon yacht is just a sailboat with big windows, right? Wrong. While many sailing yacht builders may have you believe that adding a higher coachroof with bigger windows and putting ‘DS’ at the end of a model name is enough for a boat to qualify as a ‘deck saloon’, there’s actually a lot more to it than that. 

A true deck saloon yacht has its saloon at deck level – the clue’s in the name. Sitting in the saloon, you should be able to look out at the world around you, which you can’t do in many so-called deck saloon yachts.

Some manufacturers are a bit more honest, calling their yachts ‘raised saloon’ instead. But while the saloon is slightly raised, it’s not raised to deck level. You still go down a companionway to get to the saloon, rather than just stepping straight in through a door.

A true deck saloon, like ours, is at exactly the same level as the cockpit, giving you the great inside/outside feel that you get on a cruising catamaran but with one spacious hull instead of two narrow ones. A real deck saloon has many benefits as we explain in this article.

A deck saloon offers a far better view

Would you expect a waterside holiday home to have windows so small you can’t see out of them? Neither would we. Yet many sailors have come to accept that seagoing yachts should have small windows. On traditional boats, in good weather most people prefer to sit in the cockpit, but as it gets cooler in the evening or it starts to rain, they have to climb down into the saloon. Many boats have no saloon windows at all. Some do have a few through-hull windows, but they are never at the right height for everyone to have a good view out, and being so low down, if you’re in a marina the only view you’ll get is of another boat’s topsides a few feet away, blocking out most of the light.

It’s even worse if you’re anchored somewhere nice. Outside there could be a pod of dolphins, an amazing aurora borealis or sea eagles plucking their dinner from the surrounding waters, but no one in the saloon would see it. Your yacht can take you to new lands and beautiful anchorages, and if you can’t see them it does beg the question, what’s the point in going there?

On a Sirius there are large saloon windows in every direction, giving you an uninterrupted 360-degree view out. Everyone gets a commanding view over the bay, harbour or anchorage whether they’re two metres tall or just a toddler.

But it’s not just in ports and anchorages that a deck saloon excels. It’s also better at sea. Whatever the weather or the temperature outside, you get the same view as you would from the cockpit, day or night. Whether you’re cooking in the galley, navigating at the chart table or just relaxing on a comfortable settee, you still get to admire the seascape (and keep a lookout) at the same time.

Steer from inside like you’re in pilothouse

To take full advantage of the warmth and shelter that a deck saloon provides, some Sirius owners have a second, inside helm installed at the chart table. There is a slight downside, the wheel does take up space, but it’s an option worth considering if you have long rivers or narrow channels to transit every time you go sailing. For most customers, however, we fit autopilot and engine controls at the chart table which allows you to steer from inside without needing a wheel. A small rotary knob on the autopilot display is used to correct the course by a degree or switch to “Power Steering” mode to steer the rudder directly giving “fly by wire” control. 

You can also keep safe and warm at night and keep watch from inside. You can alter course, use the radar or chartplotter, make a coffee or snack and keep a good lookout in all directions while keeping safe and warm. No other yachts’ cockpit and position offer such a clear view around when sailing as the saloon of a Sirius looks out under the sails. When you do need to go out into the cockpit, to trim the sails, it’s just a few steps behind you.

It’s worth noting that glass deck saloon windows give a much clearer view forward than a sprayhood, except perhaps when the sprayhood is folded down or brand new. On a Sirius, even when sitting in the cockpit you get a crystal-clear view forward, looking straight through the deck saloon and under the genoa when sitting sheltered and low in the cockpit, and easily above when standing up or sitting on the coaming.

Safety and strength of our deck saloon

Many sailors still have an old-school view that large coachroof windows and through-hull windows on yachts are unsafe. There was some truth in that 30 years ago but materials and bonding technology have moved on since then. It may still be a valid concern for yachts that aren’t engineered for all-weather ocean cruising but the hull windows on a Sirius are literally bulletproof. Build quality, strength and safety are at the forefront of everything we do. The adhesive we use for our windows is the same as you’ll find in aeroplanes and helicopters. As good as a deck saloon is, we would not build this type of yacht if there were even the slightest concern about its strength or safety.

Our deck saloon windows are made from toughened security glass. They are up to 10mm thick, bonded with an areospace-grade adhesive and through-bolted in aluminium frames with hundreds of 6mm bolts. The recess the windows sit in is a 25mm wide part of the GRP deck, and the inner aluminium frame overlaps by the same distance. The only way to break our windows is to use a sharp pointed hammer (like you find in buses and trains), but even then you’d struggle to break them.

The same goes for the hull windows and large door between the deck saloon and cockpit of any Sirius yacht. It’s made from the same bulletproof material used for police and military cars. Unlike armoured vehicles, though, we use even thicker 12mm special-coated polycarbonate! It is, by the way, the material one would use to build shutter blinds to make windows and companionways safe for ocean passages on older yachts.

Many Sirius yachts have crossed oceans and none of them have ever had any problems with the strength of their windows or doors, even in the most extreme conditions.

Protection from the weather

How often have you been cold and wet while sailing? On a deck saloon yacht you don’t have to endure chilly wind or heavy rain, you can sit in the saloon with the heating on. You may enjoy the wind in your hair and the spray off the waves hitting you in the face and that’s great. But with a Sirius, you also have the choice to come in out of the cold whenever you want to. Helming doesn’t have to be an endurance competition, you can steer from inside instead. And when you do venture out into the cockpit, to trim the sails, for example, you can find a heater outlet in the wet locker that keeps your oilskins and boots warm and dry.

Having a warm, enclosed deck saloon enables you to sail further, for longer, as well as increasing the length of your sailing season. Because you’re not tired, you’ll make fewer mistakes and you don’t have to choose between navigating and keeping a lookout – you can sit at the chart table and do both at the same time. 

If you’re worried about large windows overheating the saloon in strong sunlight, we do offer the option of sunshades and blinds but in reality, because our yachts are so well insulated (up to 80mm in the roof of the deck saloon), they don’t tend to get too hot or cold. We can also install air conditioning so that whatever the temperature outside, inside will be the temperature you want.

Social benefits

Deck saloon yachts have a more sociable layout than conventional yachts. If someone doesn’t want to be on deck, on a conventional yacht they have little choice but to either sit in the companionway or go down below. Once out of sight, they feel left out. Our deck saloon is on the same level as the cockpit and all that separates those inside from the rest of the crew is a large doorway and windows.

Deck saloons make great family boats. While the grown-ups are out in the cockpit the kids can be inside in the deck saloon, or vice versa. When it gets cooler and everyone wants to be inside, there’s more than enough room for the whole family to sit comfortably around the saloon table and everyone has a good view out. The layout of a deck saloon is simply much more versatile for family life on board, whether it’s morning, noon or night and whether you’re sailing, in port or anchored.

More living space

Because our deck saloons are a bit higher than most others, you get lots of useful extra living space beneath them. On many so-called deck saloon yachts, there isn’t enough headroom under the saloon so the space beneath it is effectively wasted. On a Sirius you can have a large midships cabin here, a workshop, an office or even a sauna! A true deck saloon has accommodation on two levels, increasing the typical floor space by 4-6㎡ (40-65sq ft), so you get a lot more interior for the length of boat.

Many builders like to boost interior volume by increasing the yacht’s beam. This affects the handling of the yacht under sail. As she heels the immersed hull shape becomes unbalanced, causing unpleasant handling traits. Instead, by using a true deck saloon we can enlarge our yachts’ interiors even further while keeping a narrower, better balanced and more hydrodynamically efficient hull shape.

One-level living in our deck saloon

One of the unique features of Sirius Yachts is one-level living. While our yachts are built on several levels to give you more space and options, in all of the communal living spaces you share the same eye height. Only the private spaces, stowage and technical areas are down below. So whether you’re standing in the galley, lounging in the saloon, navigating at the chart table or sitting in the cockpit, everyone is on the same level. No one feels higher or lower and it’s much easier to chat or just give a wave, a thumbs-up or a smile or see if help is needed. There’s no need to shout down the companionway or up from the galley.

Most boats aren’t laid out like that. Some have the galley tucked under the cockpit, others have the chart table there and the galley forward of the saloon, but at Sirius Yachts we believe everyone’s eye line should be at the same height. On a Sirius, when you finish making lunch you don’t have to climb a stepladder to serve it in the cockpit. Just a couple of safe, easy steps and your crew will get all you intended for them – without having to clean up what was spilt on the way out.

Motion comfort

Some people worry about the height of a deck saloon above the waterline. With the saloon higher up than in a conventional yacht, doesn’t it amplify the boat’s motion at sea? It does, of course, but not by much – no more so than the cockpit. In a true deck saloon yacht, the saloon is at exactly the same level as the cockpit, and in fact both are significantly lower than the cockpit of a conventional yacht that has an aft cabin underneath. In centre cockpit yachts the cockpit is even higher. It’s also worth asking yourself what’s more likely to make you seasick: sitting in a bright and airy deck saloon with a clear 360-degree view of the horizon, or sitting down below in a saloon with no view at all, or just two tiny rectangles of sky and water?

Low centre of gravity

In general, Sirius Yachts have a much lower centre of mass than most comparable cruisers. We put all the heavy equipment and machinery low down and amidships, in the deep bilge right above the keel. Our huge main stowage spaces are down there too – in the workshop, beneath the bed in the midships cabin, under the sole in the galley. A low centre of gravity is important for several reasons: to minimise the boat’s pitching and rolling motion at sea, to help rather than hinder the righting moment of the keel, and to improve the boat’s performance (pitching slows you down). Most cruising yachts can’t lower their centre of gravity in this way because they only have a shallow bilge.

If a Sirius were to capsize, the extra volume and buoyancy of the deck saloon would make it very unstable while inverted and the yacht would right itself immediately

No negative stability

Unlike most other boats, there is no negative stability on a Sirius thanks to the shape of the deck saloon and decks. If a Sirius were to capsize, the extra volume and buoyancy of the deck saloon would make it very unstable while inverted and the yacht would right itself immediately. By contrast, many boats with a wide-beam hull and low coachroof – and all multihulls – are stable when inverted. When they capsize, they’re likely to remain upside down for a lot longer, or indefinitely in the case of a catamaran.

Try it for yourself

At Sirius, we specialise in deck saloon yachts and we’ve been building them for more than 30 years, much longer than other brands. We know they make the best cruising yachts because of all the advantages above, and we know we’ve got it right. If you’ve never sailed a true deck saloon yacht, contact us today and we can arrange to show you what you’ve been missing.

General Manager – Torsten Schmidt SIRIUS-WERFT GmbH Ascheberger Straße 68 24306 Plön/Holstein

Fax: 0049 – 4522 – 744 61-29

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Sirius 40 DS – tested and reviewed

A hugely capable cruiser that dares to be different, with double-deck living.

Verdict: If I was planning to sail around the world and live aboard, the Sirius 40 DS is the yacht I would go for. She’s solid, meticulously thought out, extremely comfortable to live with and superbly finished.

The ‘eye-level’ concept in the cockpit and saloon and double-decker accommodation both work a treat, making sailing a much more sociable activity. The only real question mark here is that 90 per cent of us don’t use our yachts for bluewater cruising and all those ingenious touches are frankly a bit wasted on a weekender. That said, you will have the most comfortable and individual weekender around.

Performance: 4/5 Bluewater: 5/5 Comfort: 5/5

From £296,000

sirius-werft.de

Brutalist presence

Sirius has become the absolute specialist when it comes to deck saloon yachts. The 40 is the newest and largest of the Sirius range, and was designed by Marc-Oliver von Ahlen. His previous work with now-defunct boatbuilder Etap showed that he is a designer happy to think differently and this is certainly the case with the Sirius 40. She is a thoroughly modern yacht, which errs toward the angular, ‘Brutalist’ style that Hanse favours. All photos: Javier Sarda

Bluewater practice

Founder Peter Schmidt's son Torsten takes a most meticulous approach to boatbuilding and now runs the business. After commissioning the first Sirius 40, he spent 11½ weeks sailing and living aboard her to pick up on any faults. At present there are 18 different layout options available even for the 310 DS – the baby of the range.

Double-deck living

Step into the saloon via the patio-door-style companionway offset to starboard and you’re in for a welcome surprise, for there is more space than you could ever imagine possible on a 40ft monohull. The whole concept of this yacht was to get away from the need to go ‘down below’ and retreat into an interior divorced from the deck. The idea here is that everyone stays at the same eye-level whether they are sitting steering the boat, or reading in the saloon. Aside from adding space and light, the high deckhouse means that stability in the event of a knockdown is greatly improved. This is one of those rare yachts with no angle of vanishing stability.

Precise engineering and finish

The single steering pedestal can be canted to port or starboard, eliminating the need for twin helming positions, giving you the best of both worlds. The overall feel is already of quality and that nothing has been overlooked. Everything snaps into place with military precision, while the beautifully-finished cockpit table – which houses the liferaft, incidentally- is a really substantial structure.

Slutter rigs

The rig is a powerful 9/10ths fractional affair and because the Sirius is built with a self-tacking headsail as standard, the mast has been stepped well aft – making the yacht more balanced. Nevertheless, it is the big, fully-battened mainsail that does much of the work to push this heavy yacht along. The recommended configuration is therefore to have the self-tacker and a larger genoa on a short bowsprit. This set-up is gaining in popularity and is technically known as a ‘slutter’ rig .

Sirius-Werft 40 DS spec

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Best Deck-Saloon/Pilothouse Cruiser: Stellar 52 Center Cockpit

• By Tim Murphy
• Updated: December 17, 2001

C01BOTY14.jpg

Of the 29 boats we tested, seven were designed with a cabin house that’s raised to bring light into the main saloon and provide virtually 360-degree visibility from below. We’ll discuss three later, in the category of luxury cruisers. Of the other four, the Tayana/Vancouver 460 Pilot is the only pilothouse in the traditional sense of having mechanical steering from the cabin. The Farr 50 Pilot House, designed by Bruce Farr and built in Sweden to specs from Boat Sales International in England, has an autopilot joystick at the nav station below; otherwise, it’s more akin to the boats called “deck saloons.” The North Wind 50 is an ICW-friendly center-cockpit sloop built by a Barcelona yard that’s been around since 1973. Finally, the Sparkman & Stephens-designed Stellar 52 Center Cockpit was built in Taiwan to specs from Stellar Offshore Yachts in Washington state.

Of these, the judges deemed the Stellar 52 the best combination of construction, layout, and value.

“Structurally,” said Ralph, “I think it was well done. It was basically Sparkman & Stephens adhering to an American Bureau of Shipping type of standard. The hull/deck joint is fastened on six-inch centers, sealed, and glassed. There are stringers inside the hull for stiffness.”

The Stellar’s simple cruising rig drew praise from the sailmaker. “Call me old-fashioned,” said Carol, “but I liked the rig. With more sophisticated rigs, you’ve got to go aloft to start tweaking on diagonals and reverse diagonals. With this rig, you could really stay on top of it, and do it from the deck.”

She also liked the Stellar’s deck layout. “The staysail track was in the right place on the cabin house. You could actually go to weather with that in a real blow because it has an inboard sheet lead. And it worked well with the genoa if you wanted to fly the two of them together.” On the Farr and the North Wind, the genoa and staysail share the same sheeting base.

Alvah liked that there was room on deck for a dinghy. “It wasn’t just the size of the boat; the foredeck layout left room for a good-size hard dinghy or RIB.”

He also found the cockpit designed well for keeping water out: “It had a nice rise on the bridgedeck from the cockpit, four one-and-one-quarter-inch scuppers, and a very stout, small main hatch, which I like.”

None of the judges was fond of the extent to which the deck-saloon design raises a boat’s center of gravity. “According to the numbers from S&S;, the area of negative stability begins at 115 degrees,” said Ralph, “and that’s with the understanding that the ballast is where it’s supposed to be. That 115 is the minimum number you’re allowed to have in the summertime Newport-to-Bermuda race. If you have 114, you’re not in the race.” In terms of ballast/displacement ratio, the Stellar (.315) fell in the middle of its group, ahead of the Tayana/Vancouver (.238) and North Wind (.272) but behind the Farr (.353), whose ballast is concentrated at the base of the keel.

The interior, finished with South American cherry on the vertical surfaces and a light pear on the horizontals, is lovely. “You have a lot of handrails and handholds down below,” said Carol.

She also liked the big chart table at the nav station, “one where you could actually get out parallel rules and dividers” in an age when many boatbuilders think we’ll be doing all our navigating electronically.

On the topic of electrics, Skip ranked the Stellar’s with the Morris (Luxury Cruiser category): “The electrical panel wasn’t only engineered beautifully; it was logical as hell. The design grouped together the pumps and the lights, and all the wiring was led to the back of the boards. That panel was just gorgeous.” As for engine access, Skip found it “a little difficult to get to some of the gear along the outer sides of the box,” but he noted that the engine would come out easily if you had to remove it.

Alvah saw individual things he would change, such as a complicated self-launching anchor roller whose entire structure depended on a single bolt. But when the judges compared the whole boat on its own merits with the Tayana/Vancouver and the North Wind, and given the $145,000 difference in price with the Farr 50, they felt unanimously that the Stellar rose to the top.

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The Marvelous AC75s On Deck

• By Dave Reed
• August 20, 2024

April began with new-boat reveals that highlight the innovations of the second-generation AC75s for the Louis Vuitton 37th America’s Cup . While similar in size and scale, no one boat is alike. 

Alinghi Red Bull Racing, of the Swiss camp, was first to show its AC75, BoatOne , in a theatric soiree, giving observers and other teams a peek at the boat’s design traits. Its straight and narrow bow profile transitions to a long and tapered bustle that goes all the way to the stern. The walls of BoatOne ’s tall crew pods stop sharply before the transom section, leaving what amounts to a long overhang to accommodate the internal rudder elements. Bumps sculpted into the foredeck are said to redirect wind flow into the jib and down the middle of the boat for aerodynamic gains.

America’s Cup defender, Emirates Team New Zealand, was next to reveal, with a soft launch, followed by a foiling session the following day. With a naming ceremony that came a week later, the Kiwis’ AC75, Taihoro , was blessed for action, and they went straight into sailing in Auckland. Unlike the high cockpit walls of Alinghi’s BoatOne , however, those of Taihoro taper down toward to the ­transom scoop, which houses the mainsheet traveler system in a trench, and the rudder assembly.

The following day in Cagliari, the Italians of Luna Rossa Prada Pirelli rolled out their metallic silver AC75, a menacing-looking design that has its pronounced curves and a significant bustle which rises toward the stern. The boat’s tall cockpits produce a deep trench through the middle of the boat. 

INEOS Britannia was fourth from behind the curtain with a boat dubbed RB3 . It’s different enough from Alinghi’s and ETNZ’s AC75s to be dangerous. The plumb bow starts sharp and maintains a steep deadrise before flaring out to a flatter bottom. A pronounced ­bustle tapers off near the stern and transitions to a thin skeg that ends short of the rudder.

The New York YC’s American Magic revealed its boat, Patriot , in early May, blessing it and going sailing on the same day. It’s certainly a different look, summarized by the team’s design coordinator, Scott Ferguson. “We followed our own design path with Patriot as we pushed the limits of the AC75 rule while tailoring for the Barcelona venue,” he says. “Our overall philosophy is minimalistic, as we’ve tried to squeeze down our volumes to the base minimum while still fitting the crew and systems into the boat.”

With the French Orient Express Racing Team pulling from Team New Zealand’s design package, there’s an expectation that its ­platform will not be too far off the defender when it comes to light soon enough. It had not yet been launched at press time.

In terms of crew-pod assignments, cyclors have now taken the back seats, mostly concealed and out of the airstream, while ­trimmers and helmsmen take the front seats for a better view of the action. American Magic went to the extreme, positioning three pods inboard, two well aft in the boat, with cyclors on recumbent bikes.

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Practical Boat Owner

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Best second-hand sub-40ft liveaboard boats: sail and power

• Duncan Kent
• August 19, 2024

Seasoned boat tester Duncan Kent chooses the sub-40ft power and sailing boats most suitable for long-term living aboard

The Beneteau Oceanis 351 has a masthead rig with deck-stepped mast. Credit: Paul Wyeth Credit: Paul Wyeth

The best second-hand sub-40ft liveaboard boats: sail and power

Under 25ft, cruising yachts rarely offer standing headroom, making it tricky for cooking or dressing, not to mention the chronic back ache from constant stooping.

Headroom should be a priority on liveaboard boats.

Cruising for extended periods also requires some ‘normality’ in your facilities, so you feel relaxed about washing, dressing, cooking and eating.

Sleeping quarters can be rudimentary, provided the berths are large enough and well padded, but lack of space in the galley and heads often causes frustration.

The key to a successful liveaboard galley is plenty of prep space and stowage.

Most boats use bottled gas (LPG) for cooking. If you plan to live mainly in a marina, however, you can use an electric hob, microwave and air fryer.

Privacy is rare on a small boat, but a separate heads compartment is vital unless you live alone.

Saloon settees make good berths on liveboard boats, especially if crew suffer from seasickness. Credit: David Harding

An electrically pumped hot water system is also needed if you want to shower on board, along with a large waste tank.

Though most sailors navigate from a display in the cockpit these days, a decent nav station is useful.

Having a dry, secure area to passage plan and check/log your course is important. Plus, it’s a perfect spot for non-waterproof comms equipment such as a laptop.

Saloon settees can make good berths and are often better for anyone prone to seasickness, as they impart the least motion.

Voluminous aft cabins with wide berths are fine at anchor or in a marina, but often not useable at sea, especially transverse berths. And forepeak bunks are undoubtedly the noisiest and most affected by slamming and wave motion.

On smaller boats, the cockpit will inevitably become part of the accommodation, so a good tent with see-through panels is invaluable.

In terms of comfort and security at sea, high coamings and a deep, well-drained footwell are preferable.

At anchor, though, the bigger the cockpit the better, so a compromise is required.

Catamarans have an edge on the equivalent length monohull; their wide, flat-bottomed hulls easily house double berths and luxurious heads.

Liveaboard boats: 25-30ft LOA

Sailing yachts.

The Jeanneau Sun Odyssey 29.2 ’s spacious cockpit and roomy accommodation provide a good level of home comfort.

Her saloon has a straightforward layout with a central table and two straight settees, allowing six to be seated comfortably.

The galley is compact but easily workable with a cooker, sink, cool box and nearby stowage.

Opposite is a forward-facing chart table with room for instruments and a dedicated seat. The sleeping accommodation is where she excels.

The large aft cabin spreads across two-thirds of the stern and contains a spacious double berth, hanging locker and dressing area.

Liveaboard boats: Jeanneau Sun Odyssey 29.2’s sleek hull is fun to sail but stable enough for family cruising. Credit: David Harding

In the other quarter is a roomy heads compartment with a shower, sink, toilet and wet locker.

While there’s no floor area in the forecabin with the infill in place, the berth is a good size and comfortable and there’s ample storage beneath it.

On deck, the 29.2’s large cockpit is ideal for entertaining in good weather while remaining safe and practical at sea.

Her side decks are wide and uncluttered and provide easy and safe foredeck access.

She was available with a fixed fin keel or stub keel with centreboard for those wanting to sail in shallow waters.

Her hull is sleek and easily driven , which results in an exciting performance under sail while remaining safe and stable for family cruising.

Tiller steering was standard but there was a wheel option.

Twin rudders keep her directionally stable even when heavily heeled and her powerful fractional rig carries more than enough sail to keep her gliding along at a respectable speed in light airs.

Being quick, yet agile and well-balanced, they’re easy to sail single-handedly without drama and are surprisingly close-winded thanks to the coachroof-mounted jib sheet tracks.

Modern and spacious, the Bavaria 30C offers big boat comforts in a compact and affordable package.

She has an open, bright, yet woody interior with plenty of opening portlights and lots of useful stowage, including lockers above the saloon settees.

Unlike the 29.2, Bavaria only built the 30C with a two-cabin layout.

She has a well-equipped galley with a full-size cooker, a deep fridge/cool box, a sink and plenty of space for cutlery and crockery.

Opposite is a nav station worthy of a 35-footer, with a seat, drawers under, chart stowage and instrument mounting space.

Behind this is the door to the heads, which is a little small, but still has a shower.

Liveaboard boats: A conventional all-rounder, the Bavaria 30C is well-balanced and agile. Credit: Marco McGinty/Alamy

The saloon is cosy yet spacious. Long, straight settees allow six to eat together in comfort around the drop-leaf table, or two to bed down at night.

The two cabins are surprisingly roomy, both offering comfortable double berths for tall adults and good-sized lockers.

While her cockpit isn’t massive, it’s ideal under sail and the table and binnacle provide extra support.

At anchor , it doesn’t offer a huge lounging area, but it’s fine for four to relax and watch the sunset.

Over the years, Bavarias of all sizes have been thrashed to within an inch of their lives by charterers, and survived relatively unscathed, which says a lot about their build and seaworthiness.

The medium displacement 30C is agile and well-balanced, quick to tack, points well upwind and is fun to sail.

She is easily handled by any member of the crew, including young learners, and keeps sailing in the gentlest of breezes.

The first Hurley 30/90 was launched in 1974 and sported a shallow fin keel containing 1.7t of encapsulated lead ballast and a skeg-mounted rudder.

She’s comfortable and practical to live on for extended periods, and steadfast enough to undertake a lengthy offshore passage.

Thanks to her comparatively wide beam it is roomy down below. The sleeping accommodation is comfortable, though rudimentary.

The forepeak vee-berth is a little short, but the port settee converts into a comfy double and the quarter berth is a good size.

Headroom is a generous 1.90m/6ft 3in everywhere except the forecabin.

The heads is forward of the saloon and has a pull-out sink, though showering space is limited.

Liveaboard boats: The Hurley 30/90 (30ft/9m) was the largest of Ian Anderson’s designs for Hurley. The boat was later known as the Anderson 30 after Ian Anderson bought the moulds and began producing the boats. Credit: David Harding

Her cockpit is wide and long, with a cut-away aft, and though her vertical transom makes boarding from the water awkward, it’ll save on marina fees.

There’s abundant stowage in deep lockers plus cave lockers for smaller items.

The primary winches are well forward on the coamings and her mainsheet track is on the bridge deck.

While neither presents a problem with a tiller helm, both are out of the helmsman’s reach in the wheel version.

She has a stout masthead rig with a tall, deck-stepped mast. This provides a high-aspect sail plan that keeps the boom short and clear of the cockpit.

As in most boats of this era, the bulk of the driving power comes from her ample genoa.

She is a cruising yacht and as such, her round-bilged, full-bellied hull creates some drag under sail.

That said, her relatively high displacement means she exhibits a sea-kindly motion and carries well when the going gets choppy, resulting in good passage times, even in heavy seas.

The original 12hp Yanmar diesel engine was a little underpowered and the prop is slightly offset, which can make her tricky to manoeuvre.

Built over 20 years ago, the high build quality of the Swedish-built Nimbus 280 Coup e means she still feels ‘new’.

Though not cavernous inside, the 280C has a place for everything and makes a very comfortable floating home for a couple, with room for three overnight guests on the convertible saloon dinette and a single berth beneath the saloon sole.

When the weather is good you can slide back the saloon doors and wander freely between the saloon and the spacious cockpit, which is as well laid out with a padded L-shaped bench surrounding the removable dining table.

Inside, it’s bright and airy due to the sliding glass roof lights and tall side windows with opening sections.

The raised helm seat is very comfortable and offers an excellent all-round view while being an easy reach to instruments and displays.

The double navigator seat can convert to a dinette seat or go completely flat for sleeping.

Liveaboard boats: With a clean hull, the Nimbus 280 Coupe will cruise comfortably at 14 knots. Credit: Claire Frew/Future

Opposite the dinette is one of the most well-equipped galleys I’ve seen on a 28-footer, complete with a large cooker/oven, fridge, sink and worktop, and numerous drawers and shelves.

Below, she has a large double berth forward that is roomy and practical, with space for storing clothing and shelves for smaller items.

In the corridor is access to the single berth under the saloon sole. Opposite is the heads which, though not massive, is big enough for a decent shower.

The 280C has a 150hp Volvo Penta TAMD31 shaft-driven inboard diesel engine, capable of a 14-knot cruise speed and a top speed of 18-knots with a clean hull. Cruise fuel consumption is around 22lt/h.

She’s a good performer in most conditions and handles heavy seas with ease.

Liveaboard boats: 31-35ft LOA

The Polish-built Delphia 33 is a roomy, mid-range family offshore cruiser offering six berths in two double cabins plus the saloon, and 1.83m/6ft headroom.

The accommodation is a good size and ideal for a liveaboard couple with occasional guests. The quality of the mahogany woodwork is excellent, though a little dark.

However, the abundant light entering from the large windows makes her cosy rather than gloomy inside.

Rather than providing twin aft cabins and squeezing the heads into the saloon area, Delphia opted to install the heads where the second aft cabin could have gone.

This opens the boat up, leaving almost as much living space as a 36-footer.

For those happy with two cabins this is a sensible use of space and leaves room for a proper, forward-facing navigation station.

The saloon has seating for six, and the port settee can be converted to a double berth.

The L-shaped galley includes a two-ring cooker/oven, twin sinks, and a fridge. On deck, her streamlined coachroof melds gently into the foredeck.

Her side decks are wide, and the transom has steps down to a narrow bathing platform, with a boarding ladder and hot water deck shower.

Liveaboard boats: All the sailing controls are led aft to the coachroof, making the Delphia 33 ideal for short-handed sailing. Credit: David Harding

Her cockpit is quite wide, with the genoa winches on the coamings and two self-tailing halyard winches on the coachroof.

All the sail controls are fed aft through clutches, including the mainsheet traveller.

Her 7/8ths fractional rig uses a deck-stepped mast with swept spreaders and an optional backstay adjuster. The sail plan comprises a semi-battened mainsail with two single-line reefs and 115% furling genoa.

The 33 is a very competent performer under sail without being hard to handle or at all twitchy.

The deep, bulbed keel keeps the ballast down low, so she’s stiff under sail, plus her deep spade rudder provides maximum grip on the water.

A Laurent Giles design from 1980-1984, the Westerly Discus utilised the hull of the earlier 33 but with different deck options.

She was offered in aft-, or centre-cockpit format with fin or twin keels . Only the centre-cockpit version was available as a ketch, otherwise they were sloops.

In the 33, access to the aft cabin through the cockpit was inconvenient, especially if you needed the heads on a rainy night.

In the Discus, the cabin was placed under the bridge deck, eliminating the need to crawl along a low corridor.

The boats were ruggedly built to Lloyd’s classification in solid GRP, the hull/deck join through-bolted and glassed over.

They were a little prone to osmosis , but most will have been remedied by now.

Westerlys of this era were well crafted below, had bags of stowage and the materials used were of a high standard.

There is plenty of solid teak trim and every spare void has been put to good use.

Liveaboard boats: The semi-balanced rudder on the Westerly Discus makes her light on the helm. Credit: David Harding

The chart table has a corner trimmed to allow access to the corridor aft, but it does have a forward-facing seat.

The L-shaped galley opposite boasts a full-size cooker, fridge and deep sink. Pressurised hot/cold water was standard, as were lockers with dedicated space for crockery and cutlery.

The corridor to the aft cabin takes you into a dressing area with a small seat and a large clothes locker.

The offset berth is roomy and comfortable with good clearance above. Natural light and air enter via two opening portlights.

The layout of the saloon, which has over 6ft headroom, is traditional with two straight settees whose seat backs become lee boards.

The port settee extends into a 1.25m/4ft 1in double berth if needed. The twin-leaf table seats six and has a bottle store and a useful fiddled tray.

The forepeak doorway is offset, creating a heads with standing headroom. Opposite is a generous wet locker.

The forecabin has a good-sized vee-berth; the large forehatch with a built-in mushroom vent provides light and air.

She is a solid, seaworthy boat that stands up to her canvas well in strong winds.

Her 40% ballast ratio allows her to make short work of heavy seas while the knuckle in her bows helps divert any spray.

Being quite heavy makes her a little slow off the mark but gives her the momentum to make headway through rough seas.

From the 1990s, living space became more important as folk became less inclined to put up with basic domestic facilities.

Beneteau’s beamy Oceanis Clipper 351 was particularly adapted for comfort with its sizeable cabins and dinette saloon.

Her maximum beam is carried almost back to the transom, which increases the accommodation space enormously.

Two- or three-cabin models were available, although in the latter the heads were smaller.

The saloon headroom is 1.90m/6ft 3in and numerous portlights and hatches give good ventilation and natural light.

The galley is generous in terms of stowage and work surface. There is also a large fridge, full-size cooker, twin sinks with hot and cold pressurised water and a dedicated gash bin.

While a longitudinal galley isn’t always the best at sea, for living aboard on anchor or in a marina it works well.

Joinery is to a good standard and there’s just enough wood to make her cosy. In the three-cabin boat, the two aft cabins offer good-size double berths.

Both cabins have some dressing space, and room to store clothes; three hatches and a portlight make them airy.

The two-cabin model has one larger aft cabin, a deep cockpit locker, and a larger heads with separate shower.

Opposite the heads is the navigation station with its forward-facing chart table, switch panel and a small area for electronics .

The forecabin is also roomy with a large vee-berth that is squared off at the bottom to give more foot space.

Stowage is plentiful and there’s enough floor area and headroom to get dressed with the door shut. Three hatches let in plenty of air and light.

The 351’s cockpit is wide but divided by a large table with an integral cool box that provides a necessary foot brace and handholds under sail.

The binnacle is vast and carries a compass, engine controls and sailing instruments. Seat cut-outs facilitate access around the wheel.

The helm seat is removable to create a walk-through to the boarding platform. There are two deep lockers under the seats and a very deep lazarette.

Under sail, her low drag underwater shape means she needs little wind to get her going and her shallow aft sections make for exhilarating downwind sailing.

Her masthead rig is easy to handle, and she relies heavily on her large genoa for upwind power.

Stiffness is as much a result of her wide form as her moderate ballast, although pushing her too hard can cause her rudder to lift clear of the water.

Although not unlike the Nimbus 280 style-wise, the extra 4ft of the Finnish-built Aquador 32C packs so much more in, making her a serious family liveaboard motorcruiser for all seasons.

She has a fairly conventional layout inside the large wheelhouse including a raised helm seat with excellent all-round views and easy access to the controls and instruments.

Above is a sliding glass panel for extra light and ventilation.

The sumptuous double nav seat flips over to extend the dinette behind, which can seat up to six around the table.

Liveaboard boats: Most of the Aquador 32C’s were fitted with a 370hp 6LYA-STE engine. Credit: Aquador Boats

The galley opposite is well equipped and sensibly organised.

Below, the forecabin has a large double berth and enough locker and shelf space for a long holiday.

The midships cabin is off the same corridor forward and has a seat in the dressing area and a generous transverse double berth under the wheelhouse.

The large sliding glass doors into the cockpit can be left open in fine weather, which opens the whole space out, even though the cockpit is a little compact.

The side decks are easily accessed, and stout handrails guide you safely to the foredeck for anchoring or sunbathing.

A shaft-drive Yanmar diesel engine from 285-460hp could be ordered, the 370hp 6LYA-STE being the most common and offering a top speed of 27-knots and cruising at 20-knots.

Her planing hull shape and twin rudders offer speed and agility with full control even in heavy seas.

Liveaboard boats: 36-40ft LOA

You can’t beat the space available on a cruising catamaran, although it comes at a cost in a marina.

While not boasting the interior volume or headroom of a modern cat, a well-maintained Prout Snowgoose 37 can be had today for a sensible price and refitted to suit your own liveaboard needs with a reasonable budget.

There were two layouts. One has a permanent open double berth forward of the saloon.

Though curtained-off privacy is limited, the reward is the view from the large forward windows.

While you lose some dinette space, it’s worth it if there are only two of you on board.

The double aft cabins are compact but comfortable, although has just a single heads, which is across from the starboard hull.

One hull contains a long nav station amidships, the other a well-equipped galley, both with standing headroom.

Liveaboard boats: Unlike most modern catamarans, the Prout Snowgoose 37 has a solid foredeck rather than a trampoline, adding to her strength but also her weight

Outside, her cockpit isn’t massive, but the wheel is bulkhead-mounted and it’s protected by high coamings.

There’s enough seating for six but the canoe-sterned hulls don’t feature any platforms or steps.

The side decks are narrow, although there is a stout coachroof grabrail and the double lifelines and stanchions are well supported.

She has a solid foredeck rather than a trampoline, which gives extra lounging and working area and adds considerably to the strength (and weight).

The mast is deck stepped and most were rigged as cutters.

Under sail, she’s not close-winded, around 50° off the apparent wind is common.

The view forward is restricted by the large genoa but at least all the sheets are led into the cockpit. She’s fastest on a beam reach when she’ll top 7-8 knots in a fresh breeze.

The hulls and nacelle can slam when you’re sailing hard into heavy seas, but if you bear away a little she noticeably calms down.

As standard, she came with a centrally-mounted engine and steerable drive leg.

The lack of prop wash over the rudders is mitigated by the ability to steer the drive leg with the wheel.

One of Moody’s most prolific cruising yachts from the 1980/90s, the Moody37/376 remains extremely popular.

The 37 and the 376 are identical, other than the latter features a transom scoop/platform.

All of Moody’s centre-cockpit designs create a high-volume interior, especially in the aft cabin area, for which they are renowned.

Some feel having a cockpit higher above sea level isn’t ideal, but most long-term liveaboards relish the increased accommodation space.

The 37s are a tad heavy due to their thick layup and solid wood décor, but they are an ideal compromise between cruising comfort and sailing performance.

Below, the U-shaped galley is well organised and easy to use under way thanks to a crash bar and spacious fiddled worktops.

The chart table opposite is also ideal for long passage navigation or for use as a desk. The saloon is warm and woody with straight settees around a dropleaf table.

One settee converts into an additional double berth. The only downside is the non-opening portlights.

Liveaboard boats: The Moody 376 has a scooped transom and was available with either fin or bilge keels. Credit Rupert Holmes

The forepeak has a decent vee-berth, loads of stowage and a compact ensuite heads/shower.

The sumptuous owner’s suite aft is accessed via a corridor behind the nav seat, past the crew bunk.

The cabin has seating on one side and a large, offset double berth opposite. It also has a private ensuite heads with a shower.

The 37 was built for cruising, so has ample stowage in bins and lockers.

While the cockpit is a little small, there is deck space for spreading out at anchor, plus a transom platform with a shower on the 376.

A masthead rig with slab reefed mainsail and furling genoa came as standard, with an optional inner forestay for a working/ storm jib .

They have a longish fin keel and deep, semi-balanced, skeg-hung rudder that keeps her on course and minimises leeway.

Tacking the large genoa around the baby stay can prove tedious but gets easier once you learn the knack.

At sea, she is a steadfast passage maker, her generous displacement helping her through any steep seas with minimal fuss or loss of momentum.

Motorboats​​

The 1980s Fairline 40 was a big boat in its day and still has a great deal to offer the long-term liveaboard/cruiser wanting to keep the family happy on the water.

Their large saloons offer plenty of lounging space away from the helm station and there’s plenty of drawers and lockers.

Going below takes you to a large, U-shaped galley with enough worktop and equipment to serve a family of six with ease.

The main cabin is in the forepeak and boasts a large, comfy centreline berth, a roomy ensuite and plenty of easy-to-access stowage.

There’s also a spacious twin-berth guest cabin amidships with heads.

Her cockpit is a good size with ample seating around a fixed table and access to a large swimming/boarding platform.

Being half sheltered by the floor of the flybridge, the addition of a decent canvas tent makes the cockpit a great dining area in all weather conditions.

Beneath the cockpit sole is a vast stowage area and very limited access to the engine room, which is more accessible by lifting the saloon soleboards.

Access to the flybridge is via a steep ladder and trap. Here, you’ll find a long, three-person helm bench.

Her deep-vee, single chine hull offers a soft entry in choppy seas making her comfortable in most sea conditions.

Powerful twin 235-300hp shaft-drive Volvo diesel engines give her semi-planing hull a cruising speed of around 18-knots, with around 24-knots flat out with the bigger engines.

Did you enjoy reading Best second-hand sub-40ft liveaboard boats: sail and power?

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How to charter a Below Deck superyacht

Want to know how much it would cost to charter one of the luxury superyachts featured on US hit TV series Below Deck ? We take a look inside Below Deck ’s famous superyachts that you can charter for yourself, and find out what they have to offer charter guests on board.

Northern Sun

The star yacht of Below Deck Down Under season two, the 50.8-metre Northern Sun (originally delivered as Hokko Maru ) has lived a full and fascinating life. She was the largest yacht built by Narasaki Shipbuilding at the time and worked as an ice-class research vessel, analysing marine life and ocean currents in the North Japan Sea. As a result, she has the hardy constitution of an explorer, transformed from ship to superyacht under the stewardship of her new owners.

Northern Sun’s main deck is now dedicated entirely to entertainment, from the al fresco dining area to the main saloon with its piano and games table. Other leisure highlights include gym equipment, a dedicated library on the lower deck and an outdoor Jacuzzi, surrounded by sun pads and lounge beds. The owners’ addition of a forward seating area during her refit allows for versatile recreation, whether the mood calls for cocktail parties or quiet, waterside contemplation. 

Accommodation is for up to 12 guests across six cabins, with rich, warm interiors that feature natural materials such as narra and makore wood (commonly known as cherry mahogany). The ex-explorer also – naturally – has impressive stowing capacity. She's able to carry two Laser sailboats, scuba-diving equipment, a waterski and a two-deck-high inflatable water slide, with the broker describing her as a "family-orientated" vessel. 

Charter cost: Northern Sun is managed for charter by Ocean Independence with a weekly charter rate starting from $161,700.

More about this yacht

Yachts for sale, yachts for charter.

60 metre Benetti motor yacht St David is the star of the tenth season of Below Deck, returning to the Caribbean with beloved Captain Lee. A finalist at the 2009 World Superyacht Awards , St David is a full-custom yacht with both interior and exterior design by British studio Winch Design .

She has made appearances at a number of high-profile events such as the Cannes Film Festival and has been spotted at various locations around the world including the Seychelles, Red Sea and Abu Dhabi. Accommodation is for 12 guests in six cabins, with a split-level master suite that lets in plenty of light.

A palatial theme characterises St David ’s social spaces, with features including a generous skylounge and a spiral staircase that leads through all three decks and is lit by a skylight in the spa pool of the sun deck. Elsewhere, St David has expansive water toy facilities and storage, including scuba dive gear, a new 7.2m tender, new Waverunners, and an electric foiling surfboard.

Charter cost: St David is managed by Morley Yachts with a weekly charter rate starting from €325,000.

The star of Below Deck Mediterranean season seven, 49.8 metre Home is the first “green” superyacht to appear on the show. Featuring a ground-breaking combination of a super-efficient Fast Displacement Hull Form by Van Oossanen Naval Architects with power provided by a hybrid propulsion system, Home boasts reduced emissions and fuel costs for the eco-conscious charter guest.

Defined by a distinctive vertical bow and large expanses of glass, Home was penned by Omega Architects and launched by Heesen in 2017. Her interiors, designed by Cristiano Gatto in a modern “Ibiza style”, can accommodate up to 12 guests in six cabins including a full-beam master cabin with a dedicated dressing room and a private office. There is also room for nine members of Below Deck crew on board, including Captain Sandy who has returned to the helm for the seventh season while Home is cruising the coasts of Malta .

The main socialising spot is up on the sundeck, complete with a Jacuzzi and sit-up bar, a shaded lounge and protection from the elements provided by glass screens. Closer to the water, a beach club with an air-conditioned gym is situated next to the swimming platform from which guests can launch the water toys including SeaBobs, Hoverboards, E-foils, Jet Skis and a Flyboard. Home also carries gear for scuba diving, waterskiing and wakesurfing for guests to make the most of their time on board.

Charter cost: Home is managed for charter by Burgess with a weekly charter rate starting from $245,000.

Sailing under her own name around the South Pacific islands of French Polynesia on Below Deck’s sixth series, the 56.4 metre My Seanna (now Starship ) was built by Delta Marine in 2000 and refitted in 2014. The Glade-Johnson designed superyacht reappeared again for season eight, where she was filmed cruising in Antigua. She is now starring in the latest season of the show, season nine, following her recent sale .

Key features include an open air Jacuzzi surrounded by an al fresco drinks bar, a gym, a sauna room, a helipad and a spacious beach club complete with a lounge, flatscreen TV and a small galley for preparing snacks or drinks. Her opulent interiors can accommodate up to 12 guests and 11 crew and even offer a home cinema and piano for entertaining in the main saloon. There are multiple toys carried on board as well, including gear for diving and spearfishing, Seabobs and equipment for underwater filming.

“The thing that I really love about My Seanna is the spacious cabins” says Worth Avenue retail charter broker, Shannon McCoy, who has appeared on episodes of Below Deck . She describes My Seanna as a “well-appointed yacht with a good collection of toys for the guests to enjoy,” offering an excellent layout with a variety of spaces that allows charterers “to have breakfast in a different place every morning or enjoy dinner whether it's outside under the sun or in the formal dining area.”

Charter cost: Starship is managed for charter by Worldwide Boat with a weekly charter rate starting from $275,000.

Lady Michelle

Sailing under her real name, Lady Michelle was the star of the sixth series of Below Deck Mediterranean , which was the latest series from the Med spin off. The 54.8 metre Benetti superyacht is the second biggest yacht ever to feature on the show, following just behind the 56.2 metre motor yacht The Wellington from season five. During season six Lady Michelle hosted charter guests in Ibenik, Croatia with Captain Sandy behind the helm.

First delivered in 2003, Lady Michelle features accommodation for up to 14 guests including a split-level master suite with its own panoramic observation lounge. Her Stefano Natucci interiors offer indoor and al fresco dining spaces, an expansive sundeck with a hot tub and dedicated gym. There’s also a range of toys at the guests’ disposal, from Jet Skis and Seabobs to fishing gear and a waterslide.

Charter cost: Lady Michelle is managed by Burgess with a weekly charter rate starting from $325,000.

The Wellington

Actually named The Wellesley , this 56.2 metre Oceanco superyacht is owned by property magnate and hotelier Khalid Affara and named after his luxury art deco hotel in London. Delivered in 1993, The Wellesley features extended deck spaces and Donald Starkey -penned interiors that replicate the grandeur of the eponymous Knightsbridge hotel. Highlights on board include a waterfall jacuzzi, an outdoor cinema for movies under the stars and a unique private club-style lounge complete with a Winston Churchill inspired cigar room. 

Describing why she makes an excellent charter yacht, James Graham-Cloete, director of charter management from TWW Yachts , says that The Wellesley is “ideal for entertaining family and friends, or hosting corporate events in utter privacy,” thanks to the fact that she “boasts some of the largest open deck spaces of any 56 metre on the water.” Graham-Cloete also adds that, on The Wellesley , “guests are invited to experience the same exceptional personal service, fine dining and attention to detail that has become synonymous with the hotel, on board a private superyacht,” while being looking after by her 14 crew members. “The crew have one of the lowest turnover rates in the industry and one of the best charter records, along with a full-time masseuse on board- making her the ultimate charter yacht!” says Graham-Cloete.

Charter cost: The Wellesley is managed by TWW Yachts with a weekly charter rate starting from €230,000.

Talisman Maiton

Built in 2006 by Turquoise Yachts , with a refit in 2012, the 54.2 metre Talisman Maiton sailed the coasts of Italy in the third series of Below Deck Mediterranean and was also captained by Sandy Yawn. Key features include a generous open plan sun deck with a forward-facing Jacuzzi and bar, al fresco dining spaces and a gym. Inside, she features six individually styled cabins for her 12 guests – including a master suite with its own private office – complemented by a sumptuous interior inspired by a combination of Asian and Art Deco influences. Her toy box is filled with snorkelling and fishing gear, Jet Skis and more for guests to enjoy while on board.

Charter cost: Talisman Maiton is managed by Burgess with a weekly charter rate starting from €273,000.

The 47 metre Heesen -built superyacht Sirocco took centre stage in both the second and fourth series of Below Deck Mediterranean and introduced captain Sandy Yawn, who has become a returning cast member on the show. Launched in 2006 with a refit in 2013, Sirocco features a dark blue hull and was designed inside and out by Omega Architects . She accommodates up to 12 guests and nine crew and offers charterers an eight person Jacuzzi, a gym, plenty of al fresco entertainment areas and a well-stocked toy box comprising Jet Skis, a waterslide and gear for wakeboarding or waterskiing. Worth Avenue retail charter broker Shannon McCoy describes Sirocco as a “very, very popular charter yacht” and with her fleet of water toys and pedigree Heesen design, provides “an excellent platform for a great time at sea.”

Charter cost: Sirocco is managed for charter by Worth Avenue with a weekly charter rate starting from €195,000.

Ionian Princess

Appropriately named for the first season of Below Deck Mediterranean , which was set in Greece, the 45.7 metre Christensen -built yacht was captained by Mark Howard during filming. Launched in 2005 and last refitted in 2016, Ionian Princess features a luxurious Greek-style inspired interior finished with high-gloss sapelle mahogany joinery and custom in-laid stonework throughout. Ionian Princess can host up to 12 guests in six cabins, including two master cabins, and also boasts plentiful dining options and a sundeck equipped with a hot tub and sunpads. She also comes with a fleet of water toys from waterskiing and wakeboarding kit to Jet Skis and kayaks. Thanks to her shallow draft, she can also access hard-to-reach hidden gems in the Mediterranean Sea that other larger yachts aren’t able to. “ Ionian Princess is ideally suited for cruising the Mediterranean, which is the most sought-after region for summer yacht charters,” says her management team at charter brokers Northrop & Johnson.

Charter cost: Ionian Princess is managed by Northrop & Johnson with a weekly charter rate starting from $175,000.

Parsifal III

Parsifal III has been the star of the sailing yacht spin off of Below Deck , captained by Glenn Shephard during filming. The 54 metre Perini Navi was launched in 2005 and was designed by Rémi Tessier . She was most recently refitted in 2020, and offers accommodation for a total of 12 guests and nine crew. Her design has seen her scoop a number of World Superyacht Awards and provides her with excellent performance capabilities at sea; when the weather is on your side, Parsifal III can hit speeds of up to 18 knots under sail. While at anchor, there is still plenty to keep guests entertained with a variety of al fresco and indoor dining spaces, a flybridge hot tub, gym equipment, a swimming platform and a fully-stocked toybox.

Charter cost: Parsifal III is managed for charter by Camper & Nicholsons with a weekly charter rate starting from €195,000.

Sponsored listings

Tickets included

Radisson Boat Tour

Moscow River Cruise

The Radisson boat tour is a pleasant way to see the main attractions of Moscow from the board of a luxurious Radisson yacht. Our guide will take you to the boat from your hotel and will compliment your cruise with breathtaking stories.

Metro tour - 1 hour 30 min Show information

Tickets included Extend your tour by add the Metro Tour option and visit the most beautiful Moscow metro stations (5-6 stations).

Tour Itinerary

Hotel pick-up.

Our guide will come to your hotel (lobby area) or any other indicated address to begin the tour from there. If you stay outside of the city area, we will offer you alternative meeting options. We will use the metro (tickets are included) to take you to the cruise starting point.

The world famous park is also the most popular among Moscow citizens and city guests. Gorky Park was built in the Soviet times, but now it experiences its second youth as it has been recently renovated. A number of trendy restaurants, street food kiosks, sport playgrounds found their place in this cozy park. And this is actually the place where we embark and disembark.

Radisson Yacht

Radisson Yachts are modern, safe, comfortable and luxurious. There is a saloon with panoramic windows but also an open deck. You can order food and drinks in their onboard restaurant, if you wish. The yachts operate 365 days a year, even when the Moskva river gets frozen (yes, those yachts are icebreakers!).

Christ the Savior Cathedral

The main Russian Cathedral is situated on the bank of the Moskva River. With an overall height of 105 metres (344 ft), it is the tallest Orthodox church in the world. The Cathedral looks very nice from water: you may see the reflection of the golden domes on the water.

Monument of Peter the Great and the Red October district

Dominating the landscape, this controversial monument of Peter the Great stays right in the river and reminds us of the bright times of the Russian Navy. The “Red October” used to be the territory of the leading Soviet chocolate factory (which has moved now). It is a popular urban area now, that hosts clubs, restaurants and galleries.

The Kremlin

The legendary fortress is of course the well-known symbol of Moscow and Russia. The active residence of Russian President and the birthplace of the Russian Statehood. Should we mention that the whole complex is protected by UNESCO World Heritage organization. You will have a great opportunity to take amazing pictures from the open deck of the yacht.

St Basil Cathedral

This orthodox cathedral has the world-wide fame and is one of the most popular sights in Russia. The vivid colors of its domes together with the unique decoration style will impress your imagination. Our guide will tell you the most interesting stories and facts about this remarkable building.

Stalin’s Skyscraper

Kotelnicheskaya Embankment Building is one of the so called “Seven Sisters” , which are also called Stalin’s skyscrapers. They all were built during the post war years, all projects are unique although they have similar architectural style.

Back to Gorky Park and then to your hotel

This is a round trip. The yacht will return to the starting point in Gorky Park. And our guide will take you back to your hotel.

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I lived ‘below deck’ on a luxury yacht — here’s what you need to know.

Tahiti, St. Thomas and the French Riviera — I’ve yachted in all of these exotic locales, albeit from the comfort of my couch. And, millions of Americans are in the same boat.

In 2013, “Below Deck,” introduced the masses to the most glamorous mode of traveling: yachting. Since then, it’s become a Bravo mainstay with Season 9 of “Below Deck Mediterranean’’ premiering in June.

But how real is the reality show? I spent five nights on a yacht in Croatia to find out.

A tip on tipping

My suitcase wasn’t bursting with Benjamins. An agency at your final destination provides cash for the crew’s tip money. While you’re expected to tip $30,000 for a two-night cruise on “Below Deck,” in real life you only have to tip 10% to 15% of your charter fee. That’s about $10,000 for a two-night cruise on a 180-foot charter yacht like Mustique (from $250,000 a week), which stars in the new season.

According to Zvonimir Androi, president of the yacht charter company Via Croatia, more often than not, the tip comes from what’s left over after provisioning.

So, shun the Dom Pérignon and skip the beluga caviar, and you’ll have money to spare.

What’s up, dock?

In real life, “Below Deck’s” favorite commercial-break cliff-hanger isn’t nearly as dramatic. Docking in our yacht, Via Croatia’s five-cabin, 100-foot Adriatic Escape (from $52,800 a week), was breezy.

I asked the crew if they hated setting up the slide — a tortuous, Herculean task if you believe what you see on TV.

“It’s not that bad,” a twentysomething Croatian deckhand, as cute as his on-screen counterparts, told me. “That said, we’re definitely not sad if you don’t ask for it.”

Play it cool

Despite being served meat on more than one occasion, my vegetarian co-guests on board weren’t divas when it came to cuisine — a major source of chef-related stress on the show.

Tantrums aren’t the norm Barbie Pascual, the “Below Deck” stewardess famous for putting up with former “RHONY” star Jill Zarin’s demands for the perfect Diet Coke in the “Real Housewives of Grenada” episode, tells me. “Guests know they are being filmed so their reactions are more extreme than they’d be if the cameras weren’t around,” she says.

Pascual’s biggest tip for first-time yachters? Don’t go skinny dipping, like they do on the show, after dark.

“People forget about currents, sharks, etc.,” she says. “Jumping in the water should always be with the captain’s consent!”

Our humorless Croatian yacht captain was a far cry from “Below Deck Mediterranean’s” affable Captain Sandy Yawn. I think we only saw him twice over the course of four days, and he definitely didn’t join us for dinner.

That was fine by us because the stews and deckhands were always handy with anything we needed — including at chat.

Asking for it

“No” is a word you’ll never hear on a yacht, unless there is a safety issue, Pascual says.

While we didn’t ask our crew to do a striptease or decorate for ‘70s night (two recurring requests on the show), out-there demands aren’t out of the question, as long as you’re willing to pay for it.

For example, Via Croatia is currently retrofitting one of its multimillion-dollar superyachts for an upcoming charter booked by a multigenerational Jewish family from Florida.

“In addition to paying the charter fee, the client is literally buying everything new: pots, pans, silverware, etc.” said Androi. “They’re even spending $30,000 on a new tender for the elderly mother-in-law.”

Now, I’m no reality show producer, but a picky primary trying to keep his wife, her elderly mom and their kosher kids happy at sea has the makings of an Emmy Award-winning episode.

Yachting on a budget

Charters are cheapest at the beginning and end of a destination’s season. Via Croatia’s yuppiest yacht, the 160-foot, 12-cabin Agape Rose , fetches $200,000 a week in July and August. But it’s just $164,000 a week in April and October. Divide that by 24 of your closest friends and family and it’s just $6,800 a person.

If that’s still too much, consider booking a yacht club suite on one of MSC Cruises ’ Mediterranean voyages.

Sure, you’ll be on a cruise liner, but for $1,659 a person you’ll be treated to seven nights of private butler service with a private pool and restaurant that the pleb passengers don’t even know exists.

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Below deck sailing yacht needs daisy kelliher (the series is doomed without her).

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20 Best Reality TV Shows Right Now

Gary king has ruined below deck sailing yacht's future (it will never be the same), 90 day fiancé: 10 ways angela deem's going berserk after michael split (his fundraiser & new family trigger her).

• Daisy is the only long-term chief stew, providing stability to Below Deck Sailing Yacht.
• She excels at managing conflicts and crew relationships, making her indispensable.
• Daisy's return for season 5 is uncertain due to personal reasons, but the show hinges on her presence.

Daisy Kelliher is one of the standout stars from Below Deck Sailing Yacht , and the show would be doomed without the chief stew. Known for her Irish charm and professionalism, she has brought a mix of humor and drama to the Below Deck spin-off since season 2. Daisy comes from a yachting family and has extensive experience in the hospitality industry, making her one of the best Below Deck chief stews . However, there's speculation she might not return for Below Deck Sailing Yacht season 5 , which would be detrimental to the cast.

Daisy's explosive love triangle with Chief Engineer Colin MacRae and First Officer Gary King has often been a focal point of Below Deck Sailing Yacht , especially in the fallout from season 4. Her on-and-off flirtation with Gary and her close friendship with Colin has led to numerous dramatic moments, even distracting her from her usual work ethic. Daisy is consistently praised for her strong leadership skills but is also known for being outspoken, which can sometimes lead to conflict, especially during stressful charters. Will she return for Below Deck Sailing Yacht season 5 ?

Reality TV is more popular than ever. With so many to choose from, here are some of the best reality TV shows to stream or watch right now.

Daisy Is The Only Long-Term Chief Stew

She's needed for continuity.

Daisy has become an essential figure on Below Deck Sailing Yacht , serving as the only long-term stew since season 2. Her consistency and leadership have provided stability to the show’s interior crew, which has gone through various cast changes over the years. Without her, the show could easily fall apart. Since stews come and go, her long-term presence ensures a smooth flow and familiarity, especially with Captain Glenn Shephard. Daisy's strong relationship with Captain Glenn increases her importance on Below Deck Sailing Yacht .

Daisy's professionalism, expertise, and charm make her the perfect chief stew.

Daisy has years of yachting experience and her ability to manage and train new stews, which have a much higher turnover in the franchise. Moreover, Daisy is a fan favorite, and her work ethic, wit, and no-nonsense approach add to the series' popularity. Daisy is skilled at managing conflicts in the interior, even between the deckhands and stews. Aside from her love triangle, she's managed to avoid drama and remain a strong leader.

Daisy Always Gets Along With The Crew

She's a fan-favorite.

Daisy's ability to get along with the crew on Below Deck Sailing Yacht has varied throughout the seasons, but overall, she’s known for maintaining a mostly positive working relationship with the team. As the Chief Stew, she has a reputation for balancing the demands of the guests and the personalities of the crew, which she does expertly. Daisy has been praised for her leadership, often keeping calm under pressure while managing conflicts, making her the perfect chief stew.

However, there have been some notable clashes, particularly with crew members like Chef Natasha De Bourg in season 2, where their working styles didn’t always align. Despite disagreements, Daisy generally maintains a level of professionalism and often reconciles with her coworkers, as seen when she patched things up with Gary after their romance exploded. Daisy’s camaraderie may have gone too far with crew members like Gary and Colin, which became central to the dynamic on Below Deck Sailing Yacht, but her reputation remains intact.

In interviews, Daisy has spoken about the ups and downs of crew relationships, acknowledging that it’s tough to always get along in such a high-stress environment, but that mutual respect is crucial. It's hard to find a chief stew who's adept at navigating crew relations, as seen by Fraser Olender's disastrous run on Below Deck . Daisy is both entertaining and professional, making her indispensable.

Will Daisy Return For Below Deck Sailing Yacht Season 5?

She's focused on family.

Daisy might return for Below Deck Sailing Yacht season 5, but some outside factors could impact her ability to film. In June, Daisy's sister suffered a tragic accident while traveling in Thailand. Daisy and her parents immediately traveled to Thailand to help Daisy's sister recover, but after her near-death experience, Daisy is more focused on raising money for her sister's medical expenses and spending time with her. It's possible Daisy had to miss filming to focus on family.

Additionally, Below Deck Sailing Yacht should have been released by now , but it's possible Gary ruined the chances of season 5. With other successful spin-offs like Below Deck Mediterranean , the ship may have sailed on a new season sailing the seas of Norway. However, the show would suffer without Daisy, and showrunners would be smart to wait until Daisy can return to filming rather than cast a new chief stew.

Below Deck Sailing Yacht is available to stream on Peacock.

Below Deck Sailing Yacht

Not available

Below Deck Sailing Yacht is a spin-off of the Below Deck reality television series. Premiering on Bravo, the show follows the life of a Yacht crew as they attempt to navigate a busy Charter season in which many customers make use of a 177-foot sailing yacht. Over the first three seasons, the yacht has been to Greece, Croatia, and Spain.

Ferretti Yachts and Riva to attend Moscow Boat Show 2013

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Written by Zuzana Bednarova

To be represented by Premium Yachts, Ferretti Yachts and Riva , two prestigious brands of the Ferretti Group, will be present at the Moscow International Boat Show 2013, displaying motor yacht Ferretti 530 as well as Riva Iseo yacht tender.

Luxury motor yacht Ferretti 530

Luxury yacht Ferretti 530 was very keen to undertake in collaboration once again with AYT – Advanced Yacht Technology, Ferretti Group Engineering Division and Studio Zuccon International Project . The compact dimensions, 16 meters long and almost 5 meters wide, allow the 530 yacht to deliver grand Italian luxury and cruising immersed in such comfort until now unheard of in a yacht of this size.

Ferretti 530 yacht boasts three revolutionary innovations: the full beam master cabin with chaise longue and two large open view windows that make it a real suite at sea level bathed in light, tones and the natural essences of teak. Moving the galley from the center to the aft section creates a unique open space that includes the saloon, galley, cocktail bar and the dining area, the cockpit area continues thanks to the tilting window. The roll bar free sky lounge and the spoiler allow the 530 a sporty appearance combined with elegantly formal lines.

Ferretti 530 Yacht - Interior

Riva , the iconic Ferretti Group brand, presented a new model at the historical Lake d’Iseo shipyards in July 2011. Featuring elegance and ease of transportation as its distinctive characteristics, Iseo superyacht tender , a 27 foot runabout, is destined to become a must-have for those who love cruising on both lakes and the sea, and, most importantly, design enthusiasts. It is also perfect for anyone wishing to enhance their yacht with an exclusive tender that will never go unnoticed.

Riva Iseo superyacht tender

Due to its ease of manoeuvrability and size, Iseo yacht tender is also ideal as a tender for large yachts. Innovative and elegant, it can also guarantee comfort in bad weather conditions. Besides the electrohydraulic bimini top, it was also designed with a waterproof, automobile-style soft top which protects those on board against water and the wind during cruising.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Ferretti Yachts and Riva to attend Moscow Boat Show 2013".

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