y 40 sailboat

New York 40

Following the success of the New York 30’s from 1905 and the great New York 50’s a decade later, Nathaniel Herreshoff had his mind set on a 40′ version. Designed to the Universal Rule, in 1916 he had 12 built at his yard, the Herreshoff Manufacturing Company, and a further 2 built in 1926. Although designed to be cruisers with good accommodation they turned out to be fast, exciting racing machines and were called the “Fighting Forties” after their competitive vigour. Onlookers stated that they were mini versions of the Herreshoff-designed America’s Cup defender, Resolute, that sailed to victory in 1920.

They were expensive yachts to own for the wealthy American and when personal income tax was introduced in 1917, fortunes began to shrink and attention turned to smaller more affordable yachts. Still, the New York 40’s remained racing competitively into the late 1920’s winning the Newport – Bermuda Race on two separate occasions: Memory (1924), Rugosa II (1928).

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Review of Y-40

Basic specs..

Both the hull and the deck is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 0 cabins, 6-8 berths, 380.0 liter fresh water capacity and toilet facility.

The boat equipped with a fractional rig. A fractional rig has smaller headsails which make tacking easier, which is an advantage for cruisers and racers, of course. The downside is that having the wind from behind often requires a genaker or a spinnaker for optimal speed.

Unknown keel type

The boat can only enter major marinas as the draft is about 2.15 - 2.25 meter (7.05 - 7.35 ft) dependent on the load. See immersion rate below.

Y-40 is typically equipped with an inboard Yanmar 3JH4E diesel engine

The transmission is a saildrive.

The fuel tank has a capacity of 190.0 liters (50 US gallons, 41 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Y-40 is 2.11, indicating that this boat would not be accepted to participate in ocean races.

Y-40 holds one CE certification:

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 8.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Y-40 is about 302 kg/cm, alternatively 1692 lbs/inch. Meaning: if you load 302 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1692 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is Relative Speed Performance?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 51m 2 (548 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Y-40 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Triplast Y 40 (sailboat) for sale

Boat data Triplast Y 40

Technical data, buy triplast y 40 - equipment sailing yacht - sailboat for sale, triplast y 40 - info without obligation - sailing yacht, other boats (like triplast y 40) - for buy and for sale.

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• Sailboat Guide

NY 40 (Peterson)

NY 40 (Peterson) is a 39 ′ 6 ″ / 12 m monohull sailboat designed by Doug Peterson and built by New Orleans Marine and Palmer Johnson between 1977 and 1978.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Designed for New York YC members as an offshore one-design class. Hulls were molded by O.J. Young. Keels by New Orleans Marine (Tom Dreyfus). Interiors finished by Palmer Johnson.

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Y40 - Fast Cruiser

Y40 - Fast Cruiser - Triplast / STW003685

The Y40 - Fast Cruiser produced by the builder Triplast and designed by Andrej Justin, is a cabin cruiser for cruise, rigged Sloop

Technical data

cabin cruiser

Yanmar 40HP

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

Accomodation layouts

Owner version

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Triplast Y 40 (2009) For sale

Description, triplast y 40 (2009) - 83,500 eur.

83,500 € VAT included

Technical data

Accessories, navigation equipment, staging and technical, domestic facilities onboard, do you want to know more about this boat     , habitability, composition, contact munitor d.o.o., data sent successfully, other boats that may interest you....

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Herreshoff New York 40 “Marilee”

New York 40 “Marilee” Specifications:

LOA: 59′ 0″ / 17.98m LWL: 40′ 0″ / 12.19m Beam: 14′ 6″ / 4.41m Draft: 8′ 2″ / 2.48m Original Rig: Sloop Hull Number: 955 Designer: N.G. Herreshoff Original Owner: Edward I. Cudahy Built: 1925 Original Price: $4,200 Boat Location: New Bedford, MA Current Name: Marilee Current Owner: Tim Rutter (2014) Sail Number:

Known Racing History:

MARILEE one of the famous Herreshoff New York Yacht Club 40’s known as the “Fighting Forties.” Casper Whitney, in the August 1901 issue of Outing magazine referred to the New York Yacht Club 40’s as having “that Herreshoff characteristic of passing unperturbed through agitated waters.” Edwin J. Schoettle described the New York 40’s as “excellent, heavy-weather boats, having an ability to withstand all kinds of rough handling, both by men and weather.” Mr. Schoettle further commented, “I have been told that a 40 has never been seen reefed.”

MARILEE is one of only four remaining examples of the New York Yacht Club 40 class, the others being ROWDY, TYPHOON (ex-MAISIE) and RUGOSA. While the main body of the class was built in 1916, MARILEE and RUGOSA were built later, with MARILEE’s launching in 1926. MARILEE was converted to a yawl rig according to Herreshoff drawings, but retains a considerable number of original details, including much of her deck joinerwork, interior panelling, and deck hardware, including her valuable Herreshoff bronze anchor windlass on the fore deck. During the 1960’s MARILEE’s hull was fiberglassed over as a result of the inclination during that period to believing such was a panacea for the up keep on a wooden boat.

Related posts:

• Herreshoff New York 40 “Rugosa II”
• Herreshoff New York 40 “Pauline”
• Herreshoff S-Class HORNPIPE
• N.G. Herreshoff “Wildfire”

As a seventeen year old, I spent the summer of 1959 as a paid deck hand, when Marilee was owned By Thomas B. Sutton. She was moored at the Larchmont (sp) Yacht Club. Mr. Sutton was a member of not only the club, but also the New York Yacht Club and the Edgartown Yachtclub. Marilee was riged as a yawl at this time, stiff, with a fine turn of speed, usually with a crew of 12-14. The following year, she was fiber glassed, but I crewed on another boat. I did see her in Edgartown the summer of 1960 and her LOW had decreased a foot or so as the fiberglass on the hull kept water from being absorbed. Later in life, I went on to have my own sailboat, sailing The San Francisco Bay.

I, too, sailed on the Marilee when I was 17. A year after Rollin Smith did. I guess I took his place. Mr Sutton hired me as deck hand in the spring of 1960 when Marilee was still in winter storage at my dad’s boatyard in Stamford, CT. (Lindstrom’s Boatyard). After she was launched and the mast’s were steeped and rigged, we made our way to Larchmont Yacht Club were we picked up a crew and participated in the yacht club’s race week. We sailed up Long Island Sound to Port Jeff, then on to Block Island, Newport Ri and finally Block Island. A great way for a 17 year old to spend the summer. A very memorable summer.

Hello, I have some updated information about NY40 Marilee: Marilee is currently undergoing a two-part refit at French and Webb in Belfast, Maine. She will be racing this coming summer in the New England classic circuit before returning to Belfast, Maine for the second part of her refit. More information on her history, upcoming events and racing results, as well as recent images can be found at http://www.NY40Marilee.com

Follow the current refit at http://www.ny40marilee.tumblr.com

Thanks Camille, we have word out, and hopefully we will post Marilee’s refit on our pages soon!

Marilee has undergone an amazing transformation. I had the grand opportunity and privilege to sail aboard Marilee in the early 1970s when she was a yawl owned by Alvin Bicker. The rule was that if one wanted a spot on crew, work on the yacht when it was on the hard during winter was a requirement. Thank goodness for the coal stove on cold days. I was with the skipper when he picked up a new set of keel bolts from a foundry in New York City. We also installed a much larger water tank and fuel tank. In the spring I developed a very close relationship with Zip-Strip, Z-Spar Varnish, and linseed oil on my back in the lazarette. The high point of my time on the yacht was being at the helm for our sail from Port Jefferson, LI to Block Island at night. I was alone on deck. The skipper checked on me about every three hours. The flashing red at the harbor was visible when I surrendered the wheel. It was good to learn how to hold a course. Those were sweet days. I have since earned ASA certifications and sailed out of New York and Berkeley. I am seriously considering the Clipper. Is is good to see Marilee as a delightful, bright, and beautiful restoration. I am still convinced that boats are living things and they appreciate our care and devotion.

Typhoon (ex-Maisie) was grounded in a northeaster in 1958 at Hereford Inlet, just north of Cape May NJ. She broke up and the wreckage was towed to the Cape May Coast Guard training facility. All aboard were rescued by the CG in a 36′ Roll-Over surf boat.

I too sailed and worked aboard Marilee as a teenager in the early to mid 90’s when the boat was owned by Alvin Bicker. Al and his wife Judy were my neighbors in Port Jefferson and our families were extremely close. Marilee was used for in shore charters out of Port Jefferson and I worked for “Uncle Al” doing maintenance and crewing on the charters. This is the first boat I was ever on and started my love for boating and salt water that has led me to a career in boat repair. I currently own the only on water service and repair facility on Port Jefferson harbor. We are a full service boat yard and offer all aspects of marine repair for all makes and models of power & sail boats. The Marilee was an incredible boat to work on and sail and I have tried to keep up with her over the years.

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• Yachting World
• Digital Edition

Marilee: The inside story of the 1926 Herreshoff NY40’s remarkable restoration

• September 3, 2019

Marilee is one of just four remaining ‘Fighting Forties’. The 1926 Nat Herreshoff design has just undergone an incredible restoration. Alison Langley reports

When the New York Yacht Club commissioned the new NY40 one-design class in 1916 Nathanael Herreshoff’s objective was to design a competitive racer that was seaworthy enough for ocean racing, yet also provided elegant accommodation for coastal cruising.

The rules required that owners helm the yacht – except when the boat was on a run or a reach. Professional crew was limited to four, with an additional two allowed when racing. The rest of the crew would be ‘Corinthian’ sailors.

The design initially came under criticism for its wide beam and high freeboard – a major shift from Herreshoff’s earlier class racers. It was given the moniker ‘the flying saucer’, but it wasn’t long before the boat’s performance was proven and the flying saucers soon became known as the ‘Fighting Forties’.

The 12 original NY40s only saw two racing seasons before World War I put a halt to sailing. Competition resumed in 1920. In 1926, two new NY40s were launched: Marilee (hull 955) for Edward I Cudahy, and her sistership, Rugosa II (hull 983). The two boats were identical in their lines, but Marilee featured a newly designed coach house, accommodation plan, and a larger cockpit.

The NY40s were known to race hard in their heyday, producing some infamous battles. The boats were also renowned for their hearty seaworthiness, and despite their vast sail areas were famously rarely reefed. Just four NY40s survive and race today: the well-known Rowdy , Chinook , Rugosa , and Marilee .

Although the war had ended, the United States had not fully recovered economically in the ’20s. The trend was for smaller boats and by 1927 most of the NY40 fleet had been sold, continuing to cruise and race only periodically.

In 1933, Marilee was given an engine, and was one of several Forties who traded her gaff and massive sail areas for a more manageable Marconi rig.

She received her first major refit some six decades later, in preparation for the 2001 America’s Cup Jubilee Regatta at Cowes. Seventy-five years after the last true season of NY40 class racing, Marilee and Rugosa tied for first overall at the regatta. Marilee went on to race with success on the Med classic circuit.

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Stripped back

A bottom-up restoration for Marilee wasn’t on the radar in 2014. Then just some aesthetic improvements, racing enhancements, and ‘light structural’ projects were on the docket.

French & Webb was chosen to undertake the work, while Kurt Hasselbalch, curator of the MIT (Massachusetts Institute of Technology) Hart Nautical Collections, which houses Herreshoff’s original plans and drawings, was to prove a valuable member of the restoration team.

Marilee was literally pulled back into shape using chain fails

In early winter 2014 they began with a 3D scan of the existing hull. This, combined with a CAD drawing created from the original Herreshoff plans, enabled the team to accurately examine Marilee ’s current shape and compare it with the design from 1926. They discovered that the deck line and sheer were grossly misshapen – by over four inches – from years of unsupported rigging loads.

That first winter a portion of the keel was replaced, along with the horn timber, and approximately 80 per cent of the floor frames. Bronze plates were incorporated for added strength and resilience in the floor frame connections and the mast base itself. Additionally, two of the hull frames were cut to double thickness for exponentially more hull stiffness.

Around half the planking was replaced, both single and double planks, using custom- designed fasteners. The wheel was replaced with a tiller and an accompanying rudder, all built according to original Herreshoff plans. Lastly, the engine was moved from far aft, where it was unsupported, to the centre of the boat – better for racing and also for the structure of the boat.

The original Herreshoff order book shows hull #955

After being rapidly relaunched for a summer of racing in 2014, the following autumn Marilee entered her second phase of restoration, and there was quite a bit more to do. The yard had to completely rip the boat apart, breaking it all the way back down to just framing and planking.

When the chainplates were removed, it was found that the boltholes were oblong, and that the sheer plank had lifted vertically from the strain on planks below. To avoid any similar problems in the future, and strengthen the mast-step foundation, the chainplates were attached to a large bronze load plate that would be fastened to the hull framing. A team of metalsmiths custom-fabricated all the hardware, in place, to ensure a perfect fit.

The high-stress area of the running backstay terminals were treated the same way, but in practice this was much more complex, because it meant hand-rolling a load plate to fit a curved area of the hull. Additionally a bronze knee was welded to the framework. The largest loads are now distributed along this custom-fabricated bronze framework.

Originality

When Marilee was originally launched, her coach house and larger cockpit gave her a distinctive silhouette. But by 2015 Marilee ’s deck furniture had grown tired, heavy and Victorian in style. It was not up to the usual Herreshoff standard.

Todd French and team planned to return Marilee to her original proportions on deck. The coach houses, skylight, hatches, coamings, and cockpit were all rebuilt to correct scale and accuracy, while restoring them to clean, utilitarian, fine shapes.

Additional design elements, such as the 90-year-old antique glass layered under safety glass, brought character back to the coachhouse. Marilee ’s signature pugilist ‘Fighting Forties’ racing logo was etched in the glass mirror.

River-aged cypress and antique textiles bring character to the interior

Marilee ’s owner had the bold vision to create an interior that reflected the yacht’s century-long provenance while creating an open space below. Having seen hundreds of classic yachts around the world, he realised that many interiors were dominated by darkness in all things from varnish to seat cushions. These ‘cigar room’ interiors often simply don’t translate in a modern era, where people value a more relaxed style of comfort.

It became clear from comparing plans that ever since the inception of the class, the interior space has been personal to each owner. In fact, Herreshoff designed many different layouts to accommodate the widely varied preferences of each NY40 owner. With this in mind, Marilee ’s restoration team set out to create a fresh, innovative space.

The team worked with Paul Waring of Stephens Waring Yacht Design, to create a traditional and properly constructed interior with an updated layout for modern day use. They chose to emphasise one of Herreshoff’s guiding principles: of uncluttered sightlines.

Bronze load plates and additional hanging knees make interior features

Panelled bulkheads, seating areas, and functional areas were crafted out of cypress, as specified in Herreshoff’s NY40 plans. To create the desired patina, materials were sought that were authentic to Marilee ’s original design. So old growth cypress logs that were sunken for 150 years in a North Carolina riverbed were resurrected and sawn for her interior bulkheads.

The team used distressing techniques and custom finishes that were available at the time of her original build, to create a sense of depth and age to the newly made panels.

Metalwork of bronze and copper was forged, cast, and fabricated with metallurgy techniques used over a century ago in Bristol on the USA’s eastern seaboard, integrating structural and aesthetic elements.

During restoration Marilee’s original compass was inset into the top of a chest of drawers in the aft cabin

With the help of interior designer Angela Thompson, antique linens, leathers, wood and pewter accents brought additional texture and warmth to the space. An American flag, used for the privacy café curtain, is an authentic 45-star flag. Leather drawer handles and locker pulls were sewn by hand, using old weaving techniques.

A modern addition came in the form of hidden LED lights, which were installed to highlight the design details and emphasise the interior sight line. The updated lights also extend the usefulness of the cabins and saloon well beyond sundown.

Ultimately, the owner felt strongly that stepping into a classic yacht’s interior should be comforting, like wearing a well-loved T-shirt or pair of jeans.

Marconi and gaff rigs

Marilee is the only NY40 to have had both rigs designed by Herreshoff. All-bronze hardware was used for authenticity

When looking through all of the original drawings at MIT’s Hart Nautical Collections, Kurt Hasselbalch discovered more #955 plans for Marilee than he had previously known existed.

In particular, he uncovered a drawing of a Marconi rig, originally designed for Marilee ’s 1933 refit. To find a Herreshoff-penned design of a modern rig was an incredible discovery.

It was decided that it would be possible to sail Marilee with two different rigs. Armed with the original Herreshoff drawings, the team set out to design a Bermudan rig that would be as fast and competitive as her current setup, maybe even faster. It also gives the owner options, with a larger sail inventory and the advantages of flexible race ratings.

A unique custom fabrication was designed to support the loads at the bow that were expected with a Bermudan rig. Blindly notched into the underside of her bowsprit is a split bronze tang, ready to accept the new headstay and tack fitting.

This tang is directly attached to a giant bronze framework that was carved into the stemhead, with multiple bolts connecting the deck structure to this new stem fitting. In less than an hour, the bowsprit can be removed and the rigging adjusted to accept the headstay loads of a Bermudan rig.

Marilee is raced without lifelines, but threaded sockets were machined along the edge of her deck to help crew stay safe when sailing offshore between regattas

At the transom, a similarly hidden provision was installed to accept a fixed backstay attachment. The new mast was also designed to plug directly into the existing chainplate locations. The mast step and partners were elongated with specific moulds designed to fit either gaff or Marconi mast.

The construction proved to be a challenge, explains Todd French of French & Webb: “Because of the fore and aft forces on this type of rig, the 84ft [Marconi] mast had a more elliptical section. Taller and lighter than the gaff round mast, she was supported by double sets of spreaders.”

Internal halyards were used, and all mast wall penetrations were reinforced with Epoxy G-10 Tube. A square boom section accommodates a loose-footed mainsail.

“ Marilee ’s mast, hollow in section, was constructed of eight staves – three pieces on the front, three on the back, and two expanded side pieces provide a stiffer fore and aft section shape,” explains French. “Skilfully sculpted, these hollow spars appear like one piece of evenly toned wood where even the glue joints look like a grain line.”

Specification

Year launched: 1926 Construction: Wood LOA: 18.0m (59ft) LWL: 12.2m (40ft) Beam: 4.4m (14ft 6in) Draught: 2.5m (8ft 2in) Rig: Gaff sloop, second Marconi rig Sail Area: 195m 2 (2,100ft 2 ) Ballast: Lead

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Scientists Have a New Theory About Why Orcas Are Attacking Boats

A pod of orcas damaged a boat and left its two-person crew stranded. It was the latest in a string of attacks that research suggests could be used for hunting practice.

By Lynsey Chutel

Reporting from London

The orcas have struck again — this time ramming a sailboat off Spain’s northwest coast, rescue workers said on Tuesday.

A pod of orcas damaged the rudder of a sailboat, leaving its two-person crew stranded in the waters off Cape Finisterre Sunday, according to an emailed statement from the rescue workers. It is the latest in a string of attacks by pods of orcas swimming around the Iberian Peninsula.

While the sailboat, the Amidala, did not sink, pods of orcas have sunk several vessels in recent years. Researchers still do not know whether the attacks are playful or malicious, but a new theory based on studying the troublesome pods of orcas suggests that they could be using the boats as practice targets for new hunting techniques. Other competing theories still exist.

Regardless of the orcas’ intentions, the behavior is enough to worry sailors journeying in the highly trafficked waters around North Africa, Spain and Portugal.

The Amidala, manned by a crew of two Belgians, encountered an unknown number of orcas on Sunday afternoon. They sent a mayday distress call to the Finisterre Maritime Rescue Center, which towed the vessel back to shore, the center said.

The sailboat’s damaged rudder, and poor weather conditions in the area, made the rescue more arduous, with waves reaching up to nearly 10 feet and winds hitting speeds of 40 miles per hour. A female crew member on the Amidala suffered injuries to her hand as the sailboat was being towed, and she was transferred to a rescue vessel, the rescue center said. After more than four hours, the Amidala made it back to shore.

In recent years, sailors have shared tips about how to stop orca rammings, or at the very least deter them. Deterrents include painting the hull a different color. Another tactic is to blast heavy metal music, or to scatter sand into the ocean. There’s also an app that tracks orca activity in the ocean, letting boats steer clear of pods.

Researchers have no definitive explanations about why orcas, seemingly in this region alone, are increasingly ramming ships. One theory suggests that the ramming stems from past traumatic encounters between orcas and boats. Some scientists think it may be simpler than that — as naturally curious and playful mammals, orcas may just be having some fun.

The other, new, theory comes from the Bottlenose Dolphin Research Institute in Spain, which has been tracking the orca ship rammings since 2020. It has found that orca pods off the coast of Spain, who migrate in the waters between North Africa and the Iberian Peninsula, have developed a taste of Atlantic bluefin tuna, according to a paper the institute will publish next month.

That species of tuna can grow up to 10 feet long and move at speeds that orcas can’t always catch, at least not without training, said Bruno Díaz López, the institute’s chief biologist. Sailboats are often the ideal size to train on — they move quickly and silently, and close to the water’s surface, not unlike the orcas’ prey.

Researchers studying the ramming incidents have found that it is mostly young orcas who go after sailboats, but sometimes adults appear to be teaching younger members of the pod how to do so. The orcas have also figured out that the rudder is soft enough to bite, and that fiberglass makes for good ramming, Mr. Díaz López said.

“This is like a training toy,” Mr. Díaz López said. “It’s a shame that we humans are in the middle of this game, but they are learning.”

Lynsey Chutel covers South Africa and the countries that make up southern Africa from Johannesburg. More about Lynsey Chutel

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