high latitude yachts

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We’ll work with the UK Foreign and Commonwealth Office to manage the lengthy permit process and environmental impact assessments from start to finish. As a testament to our expertise, the FCO even asked us to write the Antarctic Yachting Guidelines .

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Our staff will accompany you on your expedition, sharing their knowledge and insights while serving in the role as ice pilot and expedition leader. They’ll work to ensure your safety while simultaneously guiding you on an unimaginable adventure.

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Before setting sail, we’ll come onboard and prepare a detailed survey of your vessel on its suitability for polar waters. We’ll issue recommendations and discuss ways that will improve your boat’s performance and your comfort when on expedition.

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For those looking to spend extensive time in the polar regions, we’ll work with you from the very first stages of a newbuild or refit project to ensure your boat is fully capable of truly exploring in the ice and reaching areas others can't.

We can assist with all the necessary, behind the scenes logistics of polar travel. We’ll arrange required medevac insurance, produce chart lists and cruising guides, procure specialist clothing and equipment and advise on bunkering and provisions.

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World's finest explorer yachts.

We build dreams. With over 30 years of expertise, we craft custom aluminum explorer yachts of unparalleled quality, tailored for the most extreme destinations. Specialized in high-latitude expeditions.

Is your yacht in need of maintenance, repairs or a large refit? We’re happy to help you with it. We not only work on aluminium yachts but also on steel, polyester or even wooden yachts.

Designed by one of the world’s most legendary sailors as his private yacht. Brought to you by KM Yachtbuilders, the leading builder of aluminium expedition yachts up to 100ft.

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We build aluminium yachts. Since 1998, KM Yachtbuilders has pioneered innovative and no-nonsense aluminum yacht construction, prioritizing safety and adventure. Starting out with three people and about as many yachts. A few decades later we are a team of 45 with more than 100 builds under our belt and our yachts are sailing the seven seas from pole to pole.

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Lynx 48 – the ultimate compact high latitude yacht

Introduction.

Introducing the Lynx 48 – developed by Lynx Yachting Ltd , designed by the renowned Naval Architects Owen Clarke Design and built-out by Hutting Yachts – a synergy of expertise.

Seaworthy, self-sufficient, safe and reliable, this fully optimized and meticulously crafted sailing yacht is the ideal expedition vessel for exploring even the most challenging destinations.

The Lynx 48 is offered semi-customizable; Hutting Yachts will craft the build out to the specific requirements of the owner.

The Quest for the Best Feasible compact go-anywhere yacht

After a thorough assessment of requirements and available options, the Lynx Yachting team concluded that “finding an optimum yacht for challenging high-latitude environments is easier said than done, given the requirements for seaworthiness, self-sufficiency, safety, and reliability”, not to forget ever-tougher standards and regulations.

The team embraced the challenge to create the ultimate high-latitude sailing yacht, in close collaboration with the top architects, designers, engineers, yards, and suppliers.

Specifications

Pioneers of Computational Fluid Dynamics (CFD) and tank test-based hull analysis and expert naval architects and designers, Owen Clarke Design are globally recognized for their many fast and seaworthy designs including expedition and explorer yachts.

Key features of this design include:

· Outstanding sailing behaviour: safe, steady, and comfortable

· Fast sailing performance with a powerful sail plan

· Self-sufficiency, safety, and reliability

· Comfort and safety in heavy weather conditions

· Easy handling, suitable for single-handed sailing or with a small crew

· Compliance with ever stricter territory laws and regulations, e.g., Antarctica, South Georgia, Alaska, Northern Canada, Greenland, Svalbard, and the Polar Code

· Interior optimized for comfortable and safe stays in extreme temperatures, with 60-120mm insulation in walls and ceiling

· Incorporation of the latest feasible technology, systems, and components.

Ice-Reinforced Hull with Lifting Keel

The hull is fully optimized for Arctic navigation, featuring ice reinforcements such as ice girders and extra-high half frames from bow to beam. The lifting keel (1.6 to 3.2 m draft) has a lead bulb; the reinforced keel case spans the entire height of the hull from bilge to deck.

A Powerful Sail Plan

The rig consists of a strong and light carbon-fiber mast with rod rigging (Axxon Composites), outriggers and carbon spi-pole (Sparcraft). The sailing wardrobe include North 3Di main and J2 as well as Gennaker and Tradewind. Most lines are led to the cockpit winches (Antal, 4 power, 2 manual).

Tough, Strong and Efficient Systems

Two independent and integrated power units provide clean and efficient propulsion (range over 5000 NM) and electric power. Anchor, windlass, bow-thruster, heating, water and electric systems are sized for very heavy use.

Fully Customizable Interior

The Lynx 48 allows for complete customization based on your destinations. The interior layout, material choices, colors, and equipment can be fully tailored to your preferences.

Our team will advise you in every step using our expertise and drawing inspiration from the renowned Hutting 54 Polaris, celebrated for its suitability in Arctic conditions.

The aluminium hull of the Lynx 48 was crafted by Koopmans Casco’s, one of our esteemed partners. Guided by your preferences and sailing destinations, we will create your ideal yacht, leveraging our 45 years of experience in custom yacht building.

The process begins with designing the interior, collaborating with one of our designers or a designer of your choice. Construction then commences, covering insulation and interior finishing, culminating in the first launch in our harbour. For the initial weeks, you will have a berth in our harbour, where we will sail with you to familiarize you with your yacht’s capabilities.

After this, the ultimate freedom awaits you. Our worldwide service extends as far as your chosen sailing destination. Construction of the Lynx 48 is estimated to take 6 to 8 months, and we can commence building immediately.

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Stay informed:

Best Sailboats For The Arctic

Last Updated by

Daniel Wade

December 28, 2023

Many sailors want to experience a unique challenge on the water with high latitude. This means you need to find the best sailboats for Arctic sailing.

Not just any boat is going to do the trick, as a lot can go wrong in those extreme conditions. So what type of boat is best for that situation?

Ideally, you want sailboats that have steel or aluminum hulls and a low draft. Some examples capable of exploring the Arctic include Bestevaer 56 Tranquilo, Rekere 36 Ocean Wanderer, and Boreal 47. If you choose not to have that hull type you have to proceed with caution, but it has been done.

Sailboats that are able to explore high latitude areas are a unique breed of sailboats. They are typically geared for that type of sailing, so the average sailor used to nice weather might have not seen that type before.

According to sailors that have experienced this type of sailing, having an aluminum or steel hull is highly recommended. Even though that hull type is not designed to cut through ice, it is the best defense against unexpected chunks of ice that could pierce the hull.

Table of contents

‍ Top Five Sailboats for Arctic Sailing

Sailing in the Arctic requires a boat that can handle the rough conditions. While many boats can handle a variety of situations, a handful are meant to handle high latitude areas. Some boats are specifically built or modified to sail in the Arctic.

Bestevaer 56 Tranquilo

The Bestevaer 56 Tranquilo is a boat that has specifically sailed in the Arctic. Many skippers have chosen this boat due to its aluminum hull and weight to help reduce the chance of ice damage.

Even though it is a little over 57 feet long, it is easy to navigate short handed. This was designed that way so that it could be handled in iceberg waters without having to worry about hitting one.

There is more than enough room to house multiple people in your crew and to make life easier sailing in the Arctic. Everyone can take turns keeping warm in the galley while also having plenty of storage for food.

The boat is capable of holding 304 gallons in the tank, which is great for longer travels. The draft is a little heavier, sitting anywhere between 5.91 feet and 11.48 feet depending on weight. A heavier boat like this could help with powering through chunks of ice.

Rekere 36 Ocean Wanderer

If you want a boat that has recently been seen traveling through the Arctic, the Rekere 36 Ocean Wanderer is a good one. There are plenty of videos online showing that success. While it can be difficult to find used high-latitude sailboats on the market, patience might pay off with this one.

The Ocean Wanderer has a steel hull, which means it is much cheaper than aluminum hulls. It has a great pilothouse, which is essential for sailing in the Arctic due to the cold.

It also has a reliable source of heat known as Refleks. These are generally equipped already, but you could always have one put in if your model does not have one.

The boat sits low in the water around 6.5 feet, which is good for avoiding chunks of ice underneath. The steel hull is capable of powering through, but only if you proceed with caution.

If you are able to find one of these, make sure you know the history. If the previous owner sailed through the Arctic already, a walkthrough would not hurt.

The Boreal 47 is an excellent vessel that can handle anything thrown at it. The hull, deck, and even the pilothouse are encased with aluminum.

The canoe body has multiple chines and a pair of daggerboards that help with maneuvering. It is equipped with a large wheel and has an autopilot feature. While navigating through the Arctic, you want something easy to handle and that will react in a timely manner.

The deck is also coated with plenty of anti-slip coverings and has safety railings on either side of the mast. So in the event, you do slip due to ice forming on the deck, you have some reassurance for the railings being there.

In the galley, you will find plenty of room for this area to store food and heavy-duty seals on the door to help keep the interior warm. Whenever you need to get out of the cold for a bit, stepping inside here will make you not want to leave.

The draft typically sits anywhere between 3.35 feet to 8.14 feet, depending on how much weight is added. This is great as it sits fairly low in the water. In addition, the fuel capacity is 159 gallons which is a good start for long-distance sailing.

Good Hope 56

The Good Hope 56 is built exactly for high latitude sailing conditions. While no promises can be made on any high latitude voyage, this boat has the capability of getting the job done.

At around 56 feet long and a lifting keel to change between three and eight feet in draft, there is some wiggle room for maneuvering with ease. With it being an aluminum boat, this should help with feeling lighter and easy to handle.

The fuel capacity has an excellent amount at 507 gallons. This is perfect for long distances where fuel might be hard to come by.

When the wind gets up in the Arctics, this boat is a little easier to handle than most others. This could be a great benefit if you are in a tight spot.

Allures 51.9

The Allures 51.9 is still a relatively new design by this brand, which has specifically built sailing yachts. This time, they went with an all-aluminum hull to help power through the Arctics. This 53-footer has a lot to love, especially with a lower draft ranging from three and 10 feet.

They have excellent insulation to help protect the interior and to keep the core warm. The interior designs are one of the more stunning aspects of this boat, in comparison to other sailboats.

At 198 gallons of fuel, it is solid for long-distance sailing. You can keep warm in the galley with comfortable seating and quality seals on the doors and windows.

Sailing with a GRP Hull

If you must sail the Arctic with a glass-reinforced plastic (GRP) hull, you need to take extra precautions. As if it was not dangerous enough sailing the Arctic with a heavy-duty hull, the conditions are worse now.

Since GRP hulls are a blend of fiberglass and polyester resins to form a laminate, it contains air pockets. This allows the resin and the glass fibers to connect. It is more prone to cuts and dings, which is not what you want in waters that are going to have large chunks of ice.

If you sail with this hull type, you want the integral floor frame to be made of steel. You also want a watertight crash bulkhead.

In addition, it would be beneficial to reinforce the waterline and stem with Kevlar. This has good resistance to scrapping in icy waters. No sailboat is designed to cut through ice, but metal hulls have a better chance to survive the tougher conditions in the Arctic waters.

Tips for Sailing in the Arctic

Having the right boat to sail in the Arctic is one part of the equation. The rest of the trip depends on a lot of factors that you can help control, such as clothing, food, and fuel.

Being short on one of these necessities could leave you in a bad situation. It is recommended that you plan a trip like this well out in advance.

Proper Gear

Having the proper gear, no matter what the elements throw at you, is important before sailing the Arctic. This means you need clothing that will keep you warm, dry, and shield you from blistering wind.

Wearing wool as a base layer and then covering up with another layer is your first step. You will need the quality fleece and windproof outlet layers.

You want to make sure to keep your ears, head, and nose protected. Having something to protect your face such as a balaclava is a good idea.

You could look into buying slightly larger boots than your regular size. This will allow you to wear a second layer of socks. The boots also need to have great traction, as you will likely be walking on ice or wet conditions.

Gloves will be tricky for some sailors that do not like the bulkiness of gloves. Fingerless mitts and fleece-lined gloves might do the trick.

You also cannot forget hand warmers. These are great in a pinch to provide heat to cold hands in pockets. Bring as many as you possibly can stand.

Mosquitoes and black flies are potentially a nuisance around certain areas. Be sure to bring plenty of bug spray and a netting suit to ward off those pests.

Keeping Deck Clean

Ice and snow will form on your deck, so you will need to bring along a few shovels to help clean walkways. Using ice melt or other similar methods could be harmful to your boat, so removing it by hand is your best bet.

Staying Warm and Heating System

Since you will be in extremely cold temps, a proper heating system is essential. There are a few options to consider.

Whether you use electric, diesel, or propane, just make sure it works best for your situation. Oil ovens, like Refleks, are great at keeping the galley warm and having hot water to drink with a kettle on top.

If you have double-glazed windows, these are excellent at keeping your rooms insulated since it has trapped air in between two different temperatures. It also helps cut down condensation, which adds moisture in areas that you are trying to keep warm and dry.

Water Maker

If you do not wish to melt snow and ice into water, you need a reliable and clean way to make it yourself. This is where a water maker comes in handy since it is difficult to find fresh water in high latitude locations.

Planning Routes

For any major trip, you should plan at least a year in advance. Some individuals might not need to wait that long due to experience, but this gives you plenty of time to obtain the right paperwork, plan routes, and to test out your boat.

Start your location from where your boat is and find your destination. Make points along the way to stop at various marinas or ports to take on fuel and restock the galley.

You should make stops around one-third of fuel remaining in your tank or potentially half empty. Depending on how much fuel you are storing on board, this could fluctuate, so make adjustments as necessary.

Check the weather for those areas at certain times of the year to ensure no major storms are brewing at their worst. Heavy snow and hail during certain times of the year are more prominent than others.

In addition, you want to have maps and charts handy to scope out the local area. Electronic charts are excellent since they are updated, but old maps can still give you a feel for things.

Potential Maintenance

You will need to do a thorough check from the bow to the stern to make sure there is nothing out of shape. If there is any doubt whatsoever, you need to look it over again by a professional.

This would be a good time to put some stress onto your boat to check for leaks or cracks. You could take it out for a race or push it to its limits safely.

You will need to assume that everything could go wrong, within reason. Having spare parts, enough oil and filters for two oil changes, and an extra propeller would be a good start.

Correct Paperwork

No matter if you are stopping in Greenland or Norway, you will need to make sure you have the right permits for sailing. Each location will have its own routine you need to follow, so check before passing through.

National parks, for example, are a bit different and might take longer to obtain a permit. They are a little more strict and you potentially have to notify them you want to sail at least three months prior to going.

Before heading off to the Arctics, you might want to go over your boat insurance one more time. Skipping out on this could result in lack of coverage or paying more out of pocket for a serious issue.

It would be ideal to call your insurance company to discuss what steps you should take before going. It is better to pay a higher premium for the next six months than spend thousands fixing your boat because you hit an iceberg and your insurance was not sufficient.

Canned foods are likely going to be the easiest item you could store and quickly eat. Soups are great but do not fill you up.

You will need to plan your meals accordingly at each stop you make. Stock back up on fresh food when you get the chance and save the cans when you really need them.

A lot of sailors learn how to make bread, which is great for adding heat to the galley too. It is also served as a morale boost, as the bread will likely not stay long if hungry crew members smell it while it is cooking.

There are rules to how much extra fuel you can bring on board. Before going on your trip, make sure that you can legally take the correct amount of diesel with you.

Depending on the horsepower your engine uses will determine how many extra gallons you need to bring. Plan out trips ahead of time and look for stopping points with ports to make fueling easier.

Keep Informed

Having a satellite phone or a way to connect to weather updates is important. You never know what Mother Nature is going to throw at you.

Plus, you need a way to communicate with other sailors in the event of an emergency. Having a marine radio or heavy-duty phone can save your life.

How to Safely Navigate Icebergs

Navigating through icebergs is going to be debated by many, but it should boil down to what you believe is the best for your situation. Each iceberg is going to be a different size and shape, so making a decision in real-time is easier than reading what to do on paper.

A popular opinion would be to go ahead of them the best you can. If you were to go around or cut behind them, you risk running into a trail of smaller iceberg prices that have broken off.

If you have a radar, you will likely see larger icebergs on it. The smaller ones will cause annoying damage, especially if you do not see them ahead of time.

Create Space

While icebergs are interesting to look at, you do not want to be too close. They are unstable and can roll with absolutely no warning at all.

Let Fog Roll

When it comes to ice, fog also likes to be paired with it. Both together are a dangerous situation. If you have a heavy fog and the wind picks up, you should change tack and head out until you can safely navigate once again.

Anchor Carefully

Anchoring bow out from land and having a few long lines to tie off is a good idea. This is assuming you have found a spot that is clear of passing icebergs.

If you believe you could be in danger from drifting ice, wait at your anchor and be ready to cast off. Everyone will need to be ready and in position, so do not hesitate to begin the process.

Sailing with icebergs is often a waiting game and you need to have patience. Simply look for the best opportunity to power through safely.

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

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High latitude cruising: How to sail to the Arctic

Katy Stickland
August 5, 2020

Sailing to the Arctic is on many a sailor's bucket list, but how possible is it for the average cruiser? Seasoned high latitude skipper Brian Black shares his knowledge

The Bestevaer 55, Morning Haze, has been specifically designed for high latitude cruising, but 1970-early 80s GRP boats are also strong enough for Arctic sailing. Credit: KM Yachtbuilders

Planning a voyage to the Arctic is a mix of considering what might happen and preparing to reduce the risks that await in a hostile but compellingly beautiful environment, writes Brian Black .

So why go there in the first place when there are so many wonderful sailing areas closer to home?

For me, the answer lies somewhere between challenge and reward.

An iceberg collapsing next to an anchored yacht in the Arctic

Go ahead of icebergs. Going around behind can bring you into contact with growlers and bergy bits that have broken off the main iceberg. Credit: Brian Black

The challenging bit is about testing oneself both physically and mentally.

After all there is little obvious appeal in spending long hours on a cold deck dodging icebergs and the occasional Atlantic gale and even when you get near to where you’re going, an ice strewn shore might prevent you getting close.

Perhaps the answer lies in the reward, which in my case is about gazing on a landscape that few, if any, have seen before.

There is a sense of achievement at sailing a small boat from the green gentle coasts of Ireland into a wilderness of awesome spectacle and when you get home, sharing a pint or two with those who have been with you, changed forever by the experience of the high north.

That’s why I’ve now had nine Arctic seasons ranging from Svalbard in the east across to Greenland and, for those who may be like-minded, I can now offer my thoughts on where to go and the essential elements that need to be considered.

Setting out & routes to reach the Arctic

Plenty of skippers over-winter their boats in Norway or Iceland to extend the following year’s cruising.

However, if you’re starting in UK waters and want to get there and back in the same season, that restricts the cruising area to somewhere between the Norwegian Arctic and east Greenland.

Svalbard lies about 600 miles north of Norway with rewarding opportunities on the way such as the Lofoten Islands, the North Cape and Bear Island at the halfway point.

Svalbard is in reality a group of islands, the main one being Spitzbergen.

Typically you would make landfall somewhere near Hornsund at the south-west corner but the fjord can be tricky, especially if the wind is pushing ice out to sea from the glaciers at the top end.

The stark Arctic wilderness is awe-inspiring, but also makes you feel small and utterly insignificant relative to its scale. Credit: Brian Black

On my first voyage there we had to retreat and then clear the coast by several miles to avoid shallows on the way to Longyearbyen, the main town.

From there you can head on up, either close to the outside of Prins Karls Forland or through the Sundet into Ny Alesund and then on round to the unbelievably beautiful Magdalenefjord.

Depending on ice conditions, a circumnavigation of Sptizbergen is possible by returning south through Hinlopen and then on to Norway’s North Cape.

Iceland abounds with great cruising, fascinating scenery and is an adventure in itself.

A current runs clockwise around the coast but it’s not strong and need not be a major issue in planning a circumnavigation.

I have always left from Stornoway in the Outer Hebrides when bound there.

Weather dictates the passage with reasonably accurate forecasts available from a variety  of sources.

Heinaey, a sheltered hurricane hole in Vestmannaeyjar. Credit: Brian Black

If the jet stream and weather pattern seem disturbed I opt for the short run to the Faroes and then when conditions are right, leave from Vagar or Eidi with the prospect of about two days at sea before reaching the east coast of Iceland.

Seydisfjordur is the best place if you are changing crew but don’t dismiss the area known as the East Fjords a little further south – they’re great for walking and are less populated.

From there the obvious direction is northabout with some long hauls and the unpleasant prospect of adverse conditions at Langanes, a long peninsula that juts out to sea with tide race conditions at its point.

On the north coast, Husavik makes a good jumping-off point for Jan Mayen – a long way and with no secure anchorages it could be a hard slog with little reward.

Any difficulties you may encounter while heading round the coast are more than compensated for by the Horn with its spectacular cliff scenery and then Isafjordur, a pleasant town with all the repair facilities you may need and a perfect jump-off for Greenland.

An alternative route is via the Westman Islands (Vestmannaeyjar), a passage of about six days from Scotland.

Heimaey, the only town, is a real hurricane hole where you can re-provision before rounding the Reykjanes peninsula.

An iceberg emerging from the fog. Credit: Brian Black

I have changed crews by docking briefly in the small port of Keflavic on the east side only a few minutes drive by taxi from the international airport.

Reykjavik, the capital city, has much to offer and justifies several days’ stop-over.

All the Icelandic spectacles of pulsing volcanoes, historic sites, waterfalls, thermal vents and glaciers are accessible by hire car or bus from there.

The passage from Isafjordur to east Greenland is about 300 miles and takes  you across the Denmark Strait which can  be as nasty a place as you will ever find.

That said, when we crossed in 2016 it was  in a flat calm with dense fog.

You may encounter icebergs about 100 miles from Iceland but the main concentrations generally occur about 60 miles off Greenland with the prospect of pack-ice shortly afterwards.

Ice leaving a fjord on a falling tide. Credit: Brian Black

The obvious place  to head for is Ittoqqortoormiit in Scoresbysund.

This is the largest  fjordic system in the world and has just about everything you could wish for in  Arctic sailing.

An alternative after re-provisioning is to head back out to sea and up the Liverpool Land coast – splendid, isolated and poorly charted – but is a world of adventure all  in itself.

From Reykjavik the recognised route is across to Tasiilaq with an airport nearby  at Kulusuk handling direct flights from Iceland.

The surrounding area makes for  an ideal cruising ground in reasonably sheltered waters.

What kind of boat for cruising the Arctic?

The starting point in all this is, of course, the boat itself.

Is it strong enough, properly set up with spares on board to meet every eventuality, fuel, water, and food?

The list goes on, so here is a breakdown to summarise my thoughts:

Increasingly, standard production yachts are voyaging to the Arctic but careful consideration must be given to hull strength.

Boats that were built for the marinas of Brittany were not designed to take the stress of pack-ice.

Steel or aluminium hulled yachts, like the Bestevaer 55, are favoured by some Arctic skippers Credit: KM Yachtbuilders

Any skipper considering Greenland or Svalbard should first of all ask the question, is the boat capable of dealing with extreme conditions?

Arctic voyagers with deep pockets favour aluminium or steel hulls.

My sailing has mostly been on the sort of yachts that were built in the late 70s and early 80s when GRP lay-up was on the heavy side compared to today’s standards.

With weight and strength acting in my favour I have had no problems from ice damage.

Checks & preparation before leaving for the Arctic

Do a stem to stern inspection and be honest with yourself, make notes and if you doubt something, have it double-checked.

Chainplates and rigging should have special attention.

Everything breakable on deck should be stress tested – there’s nothing like some competitive club sailing earlier in the season with a bunch of gorillas pushing the boat to its limits; this will soon expose the weak points.

Work on the assumption that anything which can go wrong will go wrong, so gather as much repair and replacement parts as possible.

I have a box of bottle-screws, toggles, bits and pieces of incidental stuff that just might come in handy.

I also carry lengths of rigging wire, bulldog clamps and a couple of lengths of stainless steel threaded rod.

Examine the steering and have a jury rudder ready to install if needs be.

Include a few tubes of construction adhesive – CT1 for instance works under water.

Engine & propeller

Have several fuel filters on board as well as a couple of oil filters.

Although I have never had any problems with contaminated fuel, you just never know so best to be prepared.

Replacing a melted exhaust water trap after an impeller failed due to the cold water. Credit: Brian Black

Bring enough lube oil for at least two oil changes.

A spare propeller makes sense,  as there is always the danger of bending a blade when weaving through leads in the pack-ice.

And don’t forget a spare impeller,  if the old one is going to fail you can be  sure it will happen when the water temperature drops.

Permits for cruising to the Arctic & bureaucracy

Greenland is relaxed about formalities but it would be wise to check with the customs or police at any port of entry.

Stopping in Norway, the Faroe Islands or Iceland while on passage requires you to check in – the formalities  are generally straightforward.

I have found the officials doing the paper work to be helpful and friendly but they get upset if you ignore them.

Fog swirls amongst icebergs in Greenland

Icebergs are beautiful, but can be extremely unstable. Fog is also par for the course in high latitudes. Credit: Brian Black

The rules change, however, if you intend entering a national park.

Svalbard is governed by Norway and a permit from the Syssleman’s office is needed.

This requires advance notice of three months, a non-returnable bond, SAR cover and regular radio check-ins.

Much the same applies to the east Greenland national park.

There are severe penalties for failing to comply with the regulations.

Insurance cover & Medivac

This is a major issue and at the time of writing there is no clear and simple way around the refusal by Lloyd’s of London to underwrite cover for what they deem to be ’risky’ areas.

Let us assume that insurance for the boat can be arranged, then you should give serious consideration to a personal medical health policy.

It would be prudent to find out what provision is made to have you flown home if necessary.

Clothing & gear

Yes, it’s the Arctic and getting there can be brutally cold at sea so be kind to yourself, bring plenty of layers but bear in mind that it can be relatively warm ashore.

My preference is to start with Merino wool next to the skin and work outwards with good quality fleeces and windproof outers.

Pay particular attention to headgear, balaclavas to protect face and nose and make sure to cover your neck.

It’s hard to beat a nice big woolly buff.

Choose bigger boots than usual so you can wear several pairs of socks, and get the best available.

A chilly crew while on approach to Greenland

Layering up, starting with Merino wool next to the skin, will help you stay warm while cruising. Credit: Brian Black

Hands are a problem as it may be difficult to do some jobs wearing gloves but fingers will get painfully cold in seconds.

Fingerless mitts may be part of the answer and fleece-lined fishermen’s gloves do a great job of keeping the hands warm and dry.

All sorts of hand-warmers are available and I strongly recommend you bring plenty with you.

Once ashore it can be seriously warm so T-shirts and shorts will often do.

Mosquito bites are a regular problem. Credit: Brian Black

But beware of the mosquitoes and black flies.

I have a head-to-toe mosquito netting suit which works well and be sure to carry stocks of antihistamine ointment.

Don’t forget insect sprays for the boat and have nets ready to cover your hatches.

Stores & fuel

For a long passage in Arctic waters, a deep freeze on board makes sense with meals prepared at home and kept frozen for when needed.

However, I suggest you top up with fresh provisions on the way when possible.

Generally speaking, supermarkets in Norway, Iceland and Greenland will be more expensive than back home but with tinned food as the alternative, the expense is justified.

Refuelling at Town Quay in Greenland. Credit: Brian Black

The golden rule is to make a plan, work out your meals and stock up in your local supermarket before departure.

The initial cost can be frightening but when you work it out, feeding a crew over a period of weeks it is cost-effective.

Bake your bread fresh – there’s nothing quite so homely as the smell of a loaf coming out of the oven but be warned, it will disappear in no time once a hungry crew gets a whiff of it.

Food for warmth and energy is essential but there may be times when cooking will be difficult.

A rising wind, big seas and somebody feeling sick can present a real hazard.

Energy levels drain fast and that can lead to dangerous conditions on deck.

Baking bread can be a great morale booster for the crew

Packet soups can be heated quickly but have little nutritional value so have some quick-to-cook pasta ready, add a little oil, use a vegetable-based sauce (meat can be hard to digest) and insist that everyone eats something.

Morale and efficiency sag rapidly when people are cold and hungry.

The rules about what kind of diesel you can bring are changing so you should keep up to date with guidance in the yachting press.

In the past I have carried as much red diesel as stowage permits and never had a problem with the authorities but who knows what will happen after Brexit ?

Major ports will probably have fuelling docks that are available to leisure boaters.

Be sure to check with the harbour master in advance and check on the internet to see what kind of debit or credit card you will need as most pumps are automated and will not take cash.

Staying in touch

I have found that a Satphone backed up with someone at home keeping an eye on weather systems developing in your sea area makes for an ideal combination.

Ice conditions change, sometimes rapidly, so careful study of the relevant ice charts is needed.

Detailed descriptions and expert advice is available in Arctic and Northern Waters Pilot along with its equivalent publication for Svalbard and the Norwegian coast.

A recent bit of kit is the InReach receiver and transmitter – much cheaper than the Satphone and does a similar job.

Understanding ice conditions and how to cope

This is an area of endless debate amongst those who sail in ice-encumbered waters so I offer my thoughts on a personal basis – others may disagree.

Firstly bergs; my golden rule is to go ahead of them, going around behind can bring you into contact with a trail of growlers and bergy bits that have broken off the main iceberg.

Big ice will show on your radar, the smaller bits probably won’t – especially if any kind of sea is running – so a sharp look-out is essential.

Waiting for a lead to open in pack-ice. Credit: Brian Black

Fog often accompanies ice and that plus wind is a bad combination.

When in doubt, change tack, head out to sea and heave to until conditions improve.

Icebergs are endlessly fascinating but they are unstable and can roll with little warning.

Dealing with pack-ice can present problems.

Again, my view is that anything above three-tenths concentration should be avoided but if you do get beset, don’t force your way out – sit tight, hope for the best and wait for a lead to open.

Anchoring techniques

Some skippers like to anchor bow out from the land and as the fjords are deep you will need plenty of chain – 50 metres if possible and a couple of long lines to attach to something solid on the shore.

This assumes you have chosen a spot clear of passing bergs.

A yacht anchored at Scoresbyysund in Greenland

A perfect anchorage in Greenland’s Scoresbysund, clear of the icebergs in deep water. Note the yacht is anchored bow out. Credit: Brian Black

If there is any danger of ice drifting into your anchorage, lie to anchor and be ready to buoy the chain and cast off if you have to.

Carry a tuk – a long pole with a pointed end – to push off any chunks of ice drifting in the anchorage.

Maps & charts

Charts for some areas, especially east Greenland, frequently lack detail and are being overtaken anyway by freshly exposed coastline as global warming accelerates the ice melt.

I have a selection of land maps which in some cases give old sledging routes but are useful to get a ‘feel’ for the landscape.

Electronic charts are based on the most up-to-date hydrographic charts and consequently repeat whatever errors may have been there in the first place.

An Egg ice chart published by the Danish Met Service. Credit: Brian Black

The Danish Meteorological Service publishes regular Egg charts.

These show ice concentrations and direction of drift.

My approach is to use every source of information available, travel with care and keep a lookout in the fjords or near land.

Useful publications:

Arctic and Northern Waters Pilot published by IMRAY (RCCPF) Norway, Oslo – Spitsbergen Pilot published by IMRAY(RCCPF) VIKING Polar Cruise Series Saga Maps Admiralty, Norwegian, Danish and Icelandic charts

Getting home

You can expect extended motoring calms in Arctic waters during July and August interspersed with occasional periods of strong winds and local katabatic howlers .

Conditions can go downhill very fast as more turbulent Atlantic weather starts to dominate from about September onwards.

I exercise caution and get as far south as possible before things change for the worse.

Sailing to the Arctic isn’t for everyone

I’ve been fortunate in my choice of ship-mates.

It’s not always easy to find crew, both male and female, who combine a taste for adventure with self-reliance and compatibility.

But, so far none have jumped ship and most have come back with stories to tell about wild and wonderful places, the challenges and the cold.

High-latitude cruising offers both challenge and reward. Credit: KM Yachtbuilders

Even so, there have been times when we all sat and stared open-mouthed at a glacier collapsing or tried to block out the awful graunching of pack-ice when the boat was beset, waiting for a lead to open.

Lying to anchor with a soughing wind that just keeps on rising until the rigging begins to wail is unsettling enough in familiar waters but it is different in the loneliness of an Arctic fjord.

Continues below…

A guide to high latitude yachts

Yacht cruising within the Arctic Circle has become increasingly popular,  but what is the best type of yacht for the…

Erik Aanderaa sailing in heavy weather in his Contessa 35

Erik Aanderaa: Viking  of the  high seas

Katy Stickland talks to Norwegian sailor Erik Aanderaa about why he searches out the worst weather the North Sea can…

Lofoten Islands: Sailing where the sun never sets

Greg Bertram cruises up the Norwegian coast from Stavanger to the Lofoten Islands to explore the land of the midnight…

What makes a boat seaworthy?

What characteristics make a yacht fit for purpose? Duncan Kent explores the meaning of 'seaworthy' and how hull design and…

Here, high and hostile mountains frame the horizon emphasising your utter insignificance in the vast emptiness of uncharted waters and massive wilderness.

Brian Black has survived nine Arctic seasons since the mid-1990s and often finds himself getting out of tricky situations at sea

It is stunningly beautiful but just as the cold, the fear and the sense of remoteness are part of the thrill, they can also test resolve.

How can you explain this to someone ‘signing on’?

Perhaps you can’t; in my experience, it’s the daily run of 100  miles northward that helps to make the adjustment from the familiar to the frightening so by the time boat and crew have reached the high latitudes most people have become conditioned.

A pal who has shared many Arctic adventures with me, Eric Degerland, is a keen photographer.

After a trip, especially in the dead of winter, beside a crackling log fire, he digs out some of those images and just sits there dreaming of the next time.

One of my own pictures hangs in the hall at home and when people come to call and ask about the Arctic I just point at it and say: ‘That’s what it’s all about!’

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Aluminum exploration sailboat at anchor in Antarctica

Specifications
Saloon-galley
Custom tender
Hybrid propulsion

High Latitude Cruising

The ultimate global cruiser

Overall boat criteria
Standing up safely to poor weather
Cruising among ice
Self-sufficiency in remote regions
Exploration of poorly charted areas
Dealing with cold weather

While the perfect boat for everyone is a chimera, a boat being the results of compromises to suit a cruising program, a crew and a budget, the Enduro 54 is the ideal boat to explore the world and its far corners, and notably the grand and unspoiled scenery of the coasts of Labrador, the Canadian Arctic, Alaska, Kamtchatka, Greenland, Svalbard or in the southern hemisphere the Chilean Channels of Patagonia, South Georgia, the Antarctic Peninsula, Crozet and the Kerguelen.

Design criteria

The Enduro 54 is an expedition sailing yacht for live aboard and cruising worldwide including high latitudes . She has been designed and optimized for various types of sailing such as high latitudes and long passages which often go hand in hand with these remote regions, but also tropics and moderate latitudes inclusive of round the year navigations. While a versatile sailing boat, she is not an icebreaker, nor a true polar boat with retractable prop., engine dry exhaust, double skin or moreover an elliptical hull shape like the french schooner and expedition yacht Tara. Such a shape offering little resistance when trapped in freezing ice, ice floes pressure cannot damage the boat. Ice forming will just lift the boat, as when trying to squeeze a cherry stone between fingers. Having said that, the Enduro 54 has been designed for high latitude cruising in the most inhospitable parts of the world, mostly during the summer season, but could even sustain being stuck among ice given the right conditions (see Ice Navigation below).

high latitudes sailing yacht in rough seas

With reasonably accurate forecasts available from a variety of sources, weather dictates passages, at least the relatively short ones lasting less than 4 days. This is the case when travelling to Svalbard from the northern coast of Norway or even crossing the Drake where boats can await the right weather window in southern Chile or even in sheltered moorings of the Antarctic Peninsula e.g. Melchior or Desolation Island when returning north to Puerto-Williams or Ushuaïa. However, and especially for longer passages e.g. Labrador, Greenland, South Georgia, Kerguelen, etc, the boat must be able to safely stand up to foul weather, blustery winds and rough seas. This is also the case around Iceland, as soon as a little early or late in season. High latitude weather if not totally unpredictable can change fast and become really wet and terribly windy. The Enduro 54 is a sturdy aluminum sailboat with several watertight bulkheads and doors, sheltered watch and steering positions, a streamlined and efficient sail-plan with a cutter rig configuration easier to handle when short-handed, a stout and comprehensive rig with inner forestay and running backstays, twin rudders for optimum control in heavy seas, two autopilots plus many other redundancies. Moreover a pivoting centerboard confers the ability to sail the board up or adjust the position of the Center of Lateral Resistance (CLR) without undermining the excellent stability. Downwind, even in breaking seas, the CLR moving aft enhances directional stability; furthermore the boat doesn't trip surfing down on waves. No keel broach effect reducing the risk of capsizing and moreover a much more gentle sea-motion providing comfort to the crew and an easier life on board. With a deep draft and a fabricated aluminum centerboard with an optimum Naca profile, upwind capability and windward performance are actually superior to most standard and a compromised draft fixed keel boats, approx. 2m to 2m50 for boats of this size vs. this 3m55 draught with the board down (i.e. c.a. 12' vs. some 7 feet). Quite different actually from this longstanding poor reputation stemming from some lumpish center-boarders with low performance hull and centerboard crude designs. On these standard boat series, the centerboard and daggerboards are plain thick metallic plates with simply the edges filleted; a plane couldn't fly with such wings ! Whether at sea or at anchor, under strong squalls a lower windage is an asset : no excessive freeboard, a coachroof with an aerodynamic shape and dedicated lockers for all gear to clear the deck.

Ice navigation

Working her way into brash ice in the waters off the Antarctic Peninsula

The Enduro 54 is designed to be able to safely power through a field of brash ice. Robust aluminum construction with lavish scantlings (e.g. 8mm/10mm garboard/hull bottom, 12mm bustle and even a 16mm thick aluminum plate for the grounding sole) and a maintenance free unpainted marine aluminium alloy hull with good abrasion resistance fit the bill. Furthermore all appendages are retractable with the swing centerboard lifted up when motoring, in addition to the safe kick-up rudders. A comprehensive protection cage surrounds the propeller. Dual seawater inlets with protective grating for the engine cooling are located on each side of the bustle and skeg, and all seacocks are above the waterline on welded aluminium thru-hull fittings. As for very cold weather an interior steering wheel can be used, located inside the pilothouse under a coachroof hatch with direct visibility towards a perched crew member standing in the mast crow's nest to guide the boat among floes with simple communication signs instead of yelling orders or talking via VHF. Drifting ice is often unpredictable and potentially quite hazardous; any navigation in the ice pack has to be done very cautiously. Winds, very strong or opposite currents yielding enormous pressures or swell can cause floes, even of moderate size, to become real dangers which can easily crush and damage the larger polar boats. However if the boat is stuck in a sheltered mooring area with no side or shear stream and with an appropriate distance from the shore to avoid any movement, the ice formation will progressively grow around the hull from a few centimeters, as soon as the weather clears up and temperatures fall below -15° C for salty sea water (or -5°C for fresh water for instance towards the end of a fjord), to a maximum of around 1 to 1.5 m during an entire winter. Appendages would be retracted and with this kind of thickness the ice will likely not reach the hull bottom center with the sturdy bustle containing the incompressible lead ballast remaining in liquid water, while the rest of the hull, notably the fore part, would tend to be lifted up under ice pressure. However the propeller would need to be removed with a drysuit, or an anti-icing device positioned around it. Having said that, while a few aluminum boats, including some with a fixed keel and rudder, have safely stayed an entire winter under these quiet conditions, with amazingly no damage to their rudder, the ability to over-winter or going through pack ice thicker than 10 to 15 cm is not included in the Enduro 54 design goals criteria. Being momentarily stuck in freezing but steady ice in a sheltered area is a non issue though. Once the centerboard is raised, the minimal draft facilitates access to sheltered anchorages including shallow waters where larger ice floes cannot get in, bearing in mind 90% of floating ice remains below the water. When mooring lines are taken to shore, quite frequent in high latitudes anchorages, this calls for safer and quieter nights; no need to wake up every time a drifting floe tends to get hung up on a shoreline or worse the need to desert the anchorage when floes would start bumping into the boat producing truly frightening loads; even small berger bits and moderate size floes can quickly overweight a leisure boat. The dink telescopic mast 2 parts can be used as ice poles aka "tuks" after attaching metal blades to them, for pushing floes away from the hull. The dinghy , especially when the Hypalon tubes are on, is lifted up under the boat arch, preventing it from being chewed or occupied by various species of seal. Polar bears of the Arctic or Leopard seals in Antarctica can quickly lacerate or wreck an inflatable dinghy, making it useless.

Remote and poorly charted areas

Self-sufficiency and autonomy are critical to any serious exploration and blue water cruising boat capable of remaining independent for long periods. Long passages are often required before embarking on the exploration of high latitudes remote territories. As with any true long-range cruiser stowage capabilities and fuel range are paramount. On the Enduro 54 the walk-in forepeak is huge and the vast aft lazarette includes several dedicated lockers to store all kinds of equipment. Moreover there are plenty of lockers and bilge compartments in the boat interior to stow provisions for several months. For instance in the arctic isolated villages supplies are either expensive or impossible to obtain or worse, bulk purchases can cause shortages for the natives. In these remote small towns, stores are not set up for cruising boats and often not supplied more than once or twice a month. There is tankage for more than a 1000 liters (c.a. 300 gallons) of fresh water plus a high output 100 l/h water-maker, and 2000 liters (c.a. 500 gallons) of fuel. Long periods of calm are common in the high latitudes, where the polar high pressures are extending during the summer, so motoring is frequent, in addition to the fuel consumption for heating the boat. A sailing yacht like the Enduro 54 could easily stay at least 2 to 3 months with complete self-sufficiency in remote places such as the Antarctic Peninsula or Greenland, with say 6 people on board. Another important factor for autonomy is the significant redundancy of equipments : e.g. 2 rudders, 2 autopilots, 2 wind generators, 2 dinghies, 2 outboards, 3 heaters, large battery banks and many different charging devices, ... and the ability to keep the boat functional by being able to make repairs during a cruise and even under way; hence the walk-in forepeak, its workbench with a vice and good many spares and tools. Maintaining communications in remote territories is not only important to receive weather forecasts and ice charts, but also to keep land contacts abreast of the ongoing cruise progress, seek technical information to make repairs on board and possibly order spares in advance to the next harbor stopover and of course can be used for all types of emergencies either concerning the boat or the crew medical state. In the high Arctic or in far and remote areas such as the Antarctic Peninsula or isolated islands like South Georgia satellite communications are a must have. Iridium with satellite orbiting the poles offers the best coverage in these regions including extreme latitudes; a compact handheld 9555 phone (or 9575) with an external high latitude antenna e.g. from OCENS can be used. A premium alternative is the Iridium Pilot with its omnidirectional satellite antenna leveraging the Open Port service for email, web browsing and voice communications. A good radar, a sat-compass and autopilot are indeed useful for cruising anywhere in the world; however it's important to remember flux gate and any magnetic compass are not reliable in the arctic high latitudes. As for unsurveyed or poorly charted regions an aluminum sailboat with a swing centerboard is second to none. The low draft coupled with a robust hull and lifting appendages including "kick-up" safety devices : retractable rudders and a centerboard swinging up, make this boat quite suitable to sail in these areas. The centerboard is easy to maneuver in shallow waters and while locked at sea can be unlocked during coastal approaches. Because the rudders and especially the centerboard pivot instead of being permanently fixed or lifted up straight into the hull (which is even more vulnerable), the chances of damaging them in accidental grounding are much lower. Furthermore the rudders are protected by the hull bustle and skeg; as a matter of fact they do not need to be retracted for the boat to dry up. Following a hit with debris or marine life the rudders will "kick-up". Moreover for instance under the contingency of drifting ice pushing the boat towards an unsafe shore with emerging shallow rocks, they can be safely lifted-up manually or mechanically. Sturdy and efficient anchors, enough chain and good many mooring lines including some long floating ones (e.g. Dyneema : lighter and doesn't absorb water remaining flexible in the cold) to run ashore and avoid tangling with kelp (or the prop.), plus some cables and chains to use around rocks, complete this list. A small anchor and ice screws can be helpful to momentarily tie to an ice sheet. A powerful LED searchlight (with possibly remote control) to see far ahead of the boat can be mounted on the pulpit. Given the remoteness of these areas, it is assumed all safety and emergency equipment, including a comprehensive medical kit, appropriate tools and spare parts are already on board, operational, and the crew has been properly trained.

Cold weather

This sailboat has been designed with appropriate insulation and ventilation to remain comfortable in both warm tropical and colder high latitudes. Meticulous insulation performed (PU foam spray in addition to thick layers of rigid foam) of the deck and hull above the waterline, in addition to thick and insulated cabin soles plus double glazing for all windows. Condensation being a real issue in cold weather, a proper ventilation is required with many deck and roof opening portholes or hatches in every cabins or heads, plus numerous air vents and dorades. Furthermore a sheltered opening porthole has been added to the pilothouse back panel window for the sound operation of the stove once the door and all other openings are shut. The foul weather gear locker in the companionway is heated. In very cold regions a canvas entry airlock is added to the pilothouse coachroof aft extension to protect the pilothouse door and limit cold air intakes. Needless to add the crew should have appropriate clothes and personal gear available on board. 3 different heating devices on board : a central heating diesel water heater with radiators across the boat, a diesel stove and an electric wall heater to be used in marinas on when there is too much energy on board. The central heating can be used to warm up the main engine before starting in very cold weather. The stove exhaust can be fitted with different draft caps to operate in gusty winds. The vast pilothouse with a navigation station and steering wheel, a raised saloon and a galley is a central place allowing to navigate, watch the sea, relax, enjoy a movie, cook, eat and lounge with a view of the surrounding wilds. The crew can huddle around the stove without missing the pristine scenery. Sheltered and even heated watch and steering positions, in addition to a comfortable and easy life on board, notably due to a seaworthy interior layout and confortable berths at sea, coupled with gentle sea motions of this centerboard sailboat, make for a safe and enjoyable high latitude cruising.

Moonlighting over the gulf of Alaska

At anchor in Antarctica

The 5 Best Sailboats For High Latitude Sailing

If you’re looking for the best sailboat for high-latitude sailing, then you’ll want to consider a few important factors. The size and type of boat, as well as the level of experience of the sailors, will all play a role in determining what is the best option for you. In this blog post, we’ll discuss some of the things you should keep in mind when choosing a sailboat for high-latitude sailing.

1. The Beneteau First 40.7

For sailboat enthusiasts looking to live the life of a salty sea dog, a high-latitude sailboat such as the ideal40.7 is an ideal vessel. This sailboat can take you to destinations others will never explore, allowing you to soak in the beauty of stunning horizons. With sail speeds that are perfect for higher latitudes and strong design elements allowing it to perform even in rugged winds, this sailboat shows off its resilience with every turn of the bow light. So grab the helm and ride out on the wind— discover an ocean of adventure with the First 40.7!

2. The Jeanneau Sun Odyssey 42i

For sailboat owners looking for a reliable vessel amidst the dangerous waters of high latitudes, the Jeanneau Sun Odyssey 42i should be top of mind. With a light displacement and her semi-elliptical sailplane, she’s agile in strong winds yet stable and comfortable in heavy seas. The sailboat also has an impressive inventory of safety features, meaning those inexperienced with high-latitude sailing can enjoy the journey home without fear. So if you’re looking for a sailboat that is capable, responsive, and safe enough to sail on high-latitude waters, then the Jeanneau Sun Odyssey 42i should be your boat of choice.

3. The Catalina 36 MK II

The Catalina 36 MK II sailboat is one of my favorites. This sailboat has several features that make it an excellent choice for high-latitude sailing, such as a good-sized cockpit with self-draining seats and an easily operated sailplane. The sturdy build and well-thought-out design provide predictable performance in tough conditions, making it an excellent sailboat investment for adventurers. Additionally, the Catalina 36 MK II is outfitted with a modern interior that combines comfort and quality materials to make the sail even more enjoyable. Overall, this sailboat is a great option for anyone looking to explore high-latitude sailing spots.

4. The Dufour Grand Large 460

The Dufour Grand Large 460 sailboat is a high-end luxury sailboat and a class leader for those wishing to sail around the world in comfort. Created by Dufour Yachts, a French shipbuilder with a long and distinguished history, the Grand Large is built for sailors who appreciate the finer things in life but still demand performance and quality. From its sleek lines to its filigree sail plan, this sailboat has both racing pedigree and elegance. Moreover, the 460’s attentiveness to detail ensures sailing with style – even at higher latitudes – while providing all the amenities necessary for sea voyages of any length.

5. The Rekere 36

If you’re in the market for a sailboat with impressive features and made to excel in high latitudes, look no further than the Rekero 36. This reliable sailboat is designed with comfort, durability, and performance in mind; it incorporates all the necessary features required for an ocean sailboat, including a spacious teak interior, tall mast height, and comfortable double beds. The sailboat also possesses an impressive sail area featuring large, adjustable sail sizes that will keep you afloat and gliding against strong windy days at sea. If sailing at high latitudes is part of your dream life on the water, then the Rekero 36 sailboat will give you everything you need for a successful journey.

If you are in the market for a high-latitude sailboat, any one of these five models would make an excellent choice. All of them offer superior comfort and safety features that are necessary for extended trips on open water. Do your research, decide which boat best fits your needs, and enjoy many years of happy sailing.

Things To Think About When Looking For A High-Latitude Sailboat

First, you want a boat that is right-sized for the journey. If your trip will be primarily coastal hopping with occasional sailing out of sight of land, then a smaller vessel may suit your needs just fine. A larger boat – 30 feet or more – is better suited if you plan on heading farther offshore. Either way, look for a design with good form stability so she can handle heavier weather from changing winds or currents. An established keel is also beneficial as it adds additional ballast to reduce yawing in large waves or strong winds, making for a smoother ride overall.

Second, don’t skimp on sails and rigging. Your sails are an integral part of your vessel’s performance so make sure they’re up to par before setting out – including securing high-quality rope lines and hardware such as shackle chains or swivels to keep everything secure even in heavy winds or gusting storms. In addition, make sure the masthead is high enough that you get better leverage and can take advantage of upwind points during those higher latitudes (and colder temperatures). High-performance fabrics like Spectra/Dyneema are also worth investing in; they last longer than natural fibers under harsher conditions while being light and able to hold their shape longer during extended use.

Finally, pay attention to safety features onboard your boat; take extra precautionary measures by having proper navigation and communication systems installed as well as prepare an emergency call list in case things go awry while far away from shore–you’ll thank yourself in the long run! Plus have all rescue gear easily accessible and ready at hand like harnesses, lifejackets, etc., especially when traveling solo where help might be much farther away than usual!

Final Thoughts

Sailboats designed specifically for high-latitude excursions must not only be tough but thoughtfully designed with safety features considered too: good form stability with low drag coefficient hull designs allowing smooth travel through rolling seas; plenty of sail area combined with proper rigging together with navigational tools that give sailors peace of mind no matter how remote their destination! With careful preparation, every voyage becomes an epic adventure regardless of what distance traveled! Happy sails everyone! Cheers!

Boatlifehq owner and author/editor of this article.

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Second hand yachts: Buying a high latitudes yacht

Will Bruton
April 22, 2022

Sailing into the coldest waters the planet has to offer is becoming increasingly popular. But finding a suitable yacht for high latitudes sailing requires additional – and sometimes very different – considerations. So, where should you begin when looking for a used yacht that’s capable of sailing to some of the world’s most inhospitable places?

Merf Owen, of Owen Clarke Yacht Design, has designed many a high latitudes yacht for cruising, while his wife Ashley Perrin is a professional ice pilot, formerly working for the British Antarctic Survey. He advises: “Choosing a yacht to cruise in high latitudes is inherently more complicated.

“The first thing to consider is where in the high latitudes you are likely to want to explore, weighing up the boat and the experience you will have on board. Lots of people cruise in high latitudes on yachts some would deem unsuitable, but many of these people are very experienced. A well-found GRP yacht or even a wooden Bristol pilot cutter could be a great contender for cruising northern Norway and Svalbard – but wouldn’t be suitable for the Northwest Passage . It is about what you’re planning to do, your expedition strategy and your level of experience.

It doesn’t have to be metal: Merf Owen and Ashley Perrin cruise a lightweight but fast GRP yacht into high latitudes, but with great care and a lot of experience behind them. Photo: Merf Owen

“Also, would a stronger boat perhaps one day give you a false sense of security, meaning you go somewhere that you really shouldn’t? That’s worth considering too.”

High latitude cruising grounds have something of a hierarchy, Perrin explains. “People can put them all into one category, but each area has different characteristics. For example, Norway is a great training ground to see if you like the high latitude style of sailing. While also being wonderful cruising, it is well supported by good search and rescue and is (relatively) easy to get to. Greenland is a step up from that, then perhaps the Patagonian canals.

“The Antarctic peninsula is serious high latitude cruising, but by far the most extreme of them all is South Georgia. Extremely exposed, far from help and hard to get to! Each requires different things from the yacht.”

As a yacht designer, Owen’s view on what characteristics are important counter some conventions. “The stability curve is important to look at, but more important than the righting angle of the yacht is the amount of hull physically in the water, the mass that’s going to stop you tipping over, which of course also has a correlation with hull speed. Speed is safety in the high latitudes and, as there can sometimes be no wind preceding a gale, motoring range and speed aren’t dirty words either!

Ice from the top of a mast on a high latitudes yacht

Climbing the rig while conning for ice – hull material choice is just one factor when it comes to specc’ing a yacht for high latitudes. Photo: Sophie O’Neill

“‘Expedition yachts’ are also a new trend, and it’s a look of yacht that is becoming more popular, but not all are actually that well suited. Lifting keel yachts have many good attributes for high-latitude sailing, but [if they have] little fuel and water capacity, they are limited. You need to consider yacht specification sheets, correlating them carefully to the mission you have in mind.”

Choice of hull material is a big question, however, going for the toughest ice-proof design might not be advisable: “If you’re starting out you shouldn’t really be allowing yourself into a situation where you might be iced in, so perhaps it shouldn’t be your primary concern.

“A centreboard is useful in high latitude anchorages but being able to sail to windward off a lee shore is a fundamental characteristic. Balance everything out, rather than take a sales description at face value.”

A niche market

Jildou Huisman is experienced at selling in the high-latitudes yacht market, dealing in new and used yachts for KM Yachtbuilders in the Netherlands. Working mostly in aluminium, the yachts they build are often fully custom projects, specified for a specific high latitude mission. Their brokerage department also re-sells many high latitude- equipped yachts they have built as well as undertaking refits.

“We have seen a big increase in the number of people looking for a yacht that’s happy in the high latitudes,” says Huisman.

“The main thing that differentiates an aluminium yacht we build for high latitudes from one for more temperate sailing is the thickness of the hull. For simply cold weather sailing we would build around 6mm thick, but for high latitudes 10-15mm is needed for strength and rigidity. To overwinter iced in, as some of our customers have done successfully, a very strong hull is needed to withstand the pressure of the ice. We have built up to 25mm thick.

“Redundancy in systems such as heating, autopilot , etc are important as well. As a lot of our builds are completely custom, they are sometimes very specific aesthetically, largely because owners can spend a very long time living aboard.

High latitudes yacht Tranquillo in thick ice

2006 Bestevaer 56ST A custom build for high latitude sailing, Tranquillo is a veteran of extended expeditions. kmy.nl Photo: KM Yachtbuilders

“ Tranquillo , a Bestevaer 56, for example, has a classic look on the outside but is very modern on the inside, it was the owner’s way of making it his long term home. He completed the Northwest Passage twice on that yacht, spending 10 months iced in in Canada.”

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The Surveyor’s View

Marine surveyor Ben Sutcliffe-Davies on steel vs aluminium yachts:

• Aluminium tends to be a much more consistent and predictable material for a hull than steel and requires very little maintenance. Steel, although strong, is inherently prone to rusting which tends to occur in places that are hard to reach.

• The ‘grade’ of construction material is fundamental. Yachts are occasionally built with a non-marine grade metal, despite this compromising the vessel.

• Whether steel or aluminium, welding is likely to be the weak point in the structure. Quite a few high latitude yachts are ‘home built’ so quality of welding will be a big factor.

• Poor bonding and isolation in metal yachts can be fatal to the hull structure. Even production aluminium yachts come out of the yard with features that will eat through the hull because isolation between two incompatible metals has been overlooked.

We bought a second hand high latitude yacht

Sophie O’Neill and Chris Kobusch recently purchased a steel-hulled Rekere 36 Ocean Wanderer . As skippers for Skip Novak’s Pelagic Expeditions , they are experienced in sailing at high latitudes and plan to cruise both the Arctic and Antarctic while making videos for their YouTube channel Seas & Summits.

Sophie O’Neill and Chris Kobusch standing in the ice

Sophie O’Neill and Chris Kobusch. Photo By: Sophie O’Neill

“Experience sailing Skip’s carefully designed yachts taught us that dependability, which could also be called simplicity, should lead the search for our own yacht,” explains Chris. “That said, it is hard to find a high latitude yacht on the used market, so there’s likely to be a degree of compromise whatever you buy. An aluminium hull is great if you can afford it as it’s maintenance free, but steel is much cheaper and still extremely strong as long as it’s properly maintained.”

Sophie and Chris had a list of essentials. “A pilot or doghouse is important in high latitudes. A constant and reliable source of heat also becomes crucial if you’re cruising for any length of time, so we were looking for a Refleks stove already on board, or the possibility to fit one. Originally conceived for fishing boats, unlike hot blown air diesel heating, you tend to turn the Refleks on and just leave it ticking over. Diesel consumption isn’t as much as you might think and we leave a kettle on the top so there is constant hot water for drinks.”

Due to how small the market for used high latitude yachts is, and worried they would lose the boat to another buyer, Sophie and Chris purchased Ocean Wanderer without a survey. “We actually came across her in the Azores. We’d been looking for about two years online, but no boat came as close as a prospect for us. There was already someone else interested but we got to know the owners, who had circumnavigated twice on her.

High latitudes yacht Ocean Wanderer after an Atlantic delivery to the UK.

Ocean Wanderer after an Atlantic delivery to the UK. Photo: Sophie O’Neill

“They could see we would take her on the adventures she was built for, so we did a deal. “As they’d lived on board we didn’t have the concerns we might have had about a yacht that was only used part-time. Their lives had depended on her. There is also a great benefit to having common ground with the previous owner: they have spent a lot of time handing over to us and that has been invaluable.”

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COMMENTS

A guide to high latitude yachts
A guide to high latitude yachts. In 2012, former Royal Marine officer and award-winning explorer, Bob Shepton, traversed the North West Passage east to west in his 1980 GRP Westerly Discus, Dodo's Delight, followed by a west-to-east in 2013. Some might doubt that an old Westerly is the right vessel for such a daunting passage, but Bob liked his original boat so much, which was destroyed by ...
Expedition Sailing & Yachting, Yacht Design and Polar Charters
Sail in the World's Most Inaccessible Places. At High Latitudes, we work with adventurous yacht owners and charterers who wish to experience the ultimate in sailing. Our expert team, veterans of hundreds of polar expeditions, prepare you and your boat to safely navigate well outside tradition cruising grounds. Backed by our hard-won knowledge ...
A complete guide to high latitude sailing (and avoiding icebergs)
Bob Shepton, one of the greatest high latitude sailors of recent memory, did it all in a production Westerly 33 with minimal creature comforts, and folks like John and Sophie are following in his ...
KM Yachtbuilders
KM Yachtbuilders. We build aluminium yachts. Since 1998, KM Yachtbuilders has pioneered innovative and no-nonsense aluminum yacht construction, prioritizing safety and adventure. Starting out with three people and about as many yachts. A few decades later we are a team of 45 with more than 100 builds under our belt and our yachts are sailing ...
Qilak: The super-rugged yacht built for fast high latitudes cruising
And it is the combination of speed and the ability to survive the hazards of high latitudes sailing which presented Qilak 's designers and owner with the challenges that define this yacht. The ...
Sailing to high latitudes: Everything you need to know before you set sail
Specialist high latitude yachts invariably have metal hulls and are very solidly built with large fuel tanks and internal steering positions. But that doesn't mean that a well-insulated ...
Hutting Yachts
After a thorough assessment of requirements and available options, the Lynx Yachting team concluded that "finding an optimum yacht for challenging high-latitude environments is easier said than done, given the requirements for seaworthiness, self-sufficiency, safety, and reliability", not to forget ever-tougher standards and regulations.
Best Sailboats For The Arctic
While no promises can be made on any high latitude voyage, this boat has the capability of getting the job done. At around 56 feet long and a lifting keel to change between three and eight feet in draft, there is some wiggle room for maneuvering with ease. With it being an aluminum boat, this should help with feeling lighter and easy to handle.
High latitude cruising: How to sail to the Arctic
Seasoned high latitude skipper Brian Black shares his knowledge. The Bestevaer 55, Morning Haze, has been specifically designed for high latitude cruising, but 1970-early 80s GRP boats are also strong enough for Arctic sailing. Credit: KM Yachtbuilders. TAGS: boat Brian Black gear high latitude sailing yacht.
High latitude sailing & exploration sailboat
Design criteria. The Enduro 54 is an expedition sailing yacht for live aboard and cruising worldwide including high latitudes. She has been designed and optimized for various types of sailing such as high latitudes and long passages which often go hand in hand with these remote regions, but also tropics and moderate latitudes inclusive of round ...
Seal
A rugged aluminum sailing yacht for high latitude expeditions. Featuring a lifting keel and rudder. LOA: 55'-11" LWL: 47'-4" Beam: 15'-10" Draft (keel up): 3'-2" Draft (keel down): 8'-9" Displacement: 55,000lb Ballast: 21,460lb Fuel: 507gal Water: 409gal Engine: Cummins 6B5.9-M 115HP@2500RPM. Hamish Laird and his wife Kate had been running ...
Expedition & Explorer Yacht Sales
Owen Clarke Design have a history of high latitude polar and adventure sailing reaching as far back as 2003. Our most recent design is a 25m motor sailer for polar research, a project for which we were selected as designers based on the experienced gained during the development of the aluminium explorer yacht Qilak, launched in 2018.
The 5 Best Sailboats For High Latitude Sailing
Additionally, the Catalina 36 MK II is outfitted with a modern interior that combines comfort and quality materials to make the sail even more enjoyable. Overall, this sailboat is a great option for anyone looking to explore high-latitude sailing spots. 4. The Dufour Grand Large 460. The Dufour Grand Large 460 sailboat is a high-end luxury ...
Two new Owen Clarke explorer yachts for high latitudes cruising
A multipurpose and multi-climates yacht, Lynx is both a bluewater cruiser and a high lats explorer, capable of transiting the Northwest Passage. A private yacht designed for a Swiss owner, it ...
15m Explorer Yacht
This is a 15m aluminium sailboat by designers Owen Clarke originally created for blue water cruising, the Northwest Passage and high latitude sailing in ice. The yacht is now available as a semi-custom or as a stock design with in-build support if required. The stock boat is an EC compliant blue water cruiser.
Latitude Yachts
From the moment that Latitude Yachts was established, we've been committed to building high-quality yachts. Our company has come a long way to become what we have all been dreaming of - the place where even the most complex and sophisticated tasks are executed in a well-organized and responsible manner. Being established in 2007, just four ...
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Omsk
Omsk (/ ˈ ɒ m s k /; Russian: Омск, IPA:) is the administrative center and largest city of Omsk Oblast, Russia.It is situated in southwestern Siberia and has a population of over 1.1 million. Omsk is the third largest city in Siberia after Novosibirsk and Krasnoyarsk, and the twelfth-largest city in Russia. [12] It is an important transport node, serving as a train station for the Trans ...
Omsk Oblast
Omsk Oblast (Russian: О́мская о́бласть, romanized: Omskaya oblast') is a federal subject of Russia (an oblast), located in southwestern Siberia.The oblast has an area of 139,700 square kilometers (53,900 sq mi). Its population is 1,977,665 (2010 Census) [9] with the majority, 1.12 million, living in Omsk, the administrative center.One of the Omsk streets
Second hand yachts: Buying a high latitudes yacht
For simply cold weather sailing we would build around 6mm thick, but for high latitudes 10-15mm is needed for strength and rigidity. To overwinter iced in, as some of our customers have done ...
Margenau Map
Latitude. 54.91929° or 54° 55' 9" north. Longitude. 71.56755° or 71° 34' 3" east. Elevation. 114 metres (374 feet) Open Location Code. 9J6HWH99+P2. GeoNames ID. 1499353. Thanks for contributing to our open data sources. This page is based on GeoNames, Wikidata and Wikimedia Commons.
Omsk Map
Omsk. Omsk is the capital of Omsk Oblast, Siberia, and is a regional hub for Western Siberia and the Altai mountains in Russia, as well as northern Kazakhstan. Photo: Ymblanter, CC BY-SA 3.0. Ukraine is facing shortages in its brave fight to survive. Please support Ukraine, because Ukraine defends a peaceful, free and democratic world.