Beneteau has pulled the cover off the First 60 concept, marking the 50th anniversary of its First line with a bold new flagship that blends performance sailing with long-range comfort. Unveiled at Boot Düsseldorf, the 62-foot design is the largest First ever built and signals where one of sailing’s most storied performance brands is heading next.

Designed by Biscontini Yacht Design with Lorenzo Argento responsible for both the exterior and interior styling, the First 60 targets sailors who want speed and responsiveness at the helm without giving up the livability needed for extended cruising.

Beneteau describes the boat as “crafted for sailors who seek intensity, precision at the helm, and the satisfaction of fine-tuning every detail,” positioning the First 60 squarely in the crossover space between race-bred performance and true cruising capability.

A performance platform with offshore range

From the dock, the First 60 presents a clean and modern profile defined by long waterlines and minimal visual clutter. Argento’s exterior design pares the boat back to essential lines.

For sailors used to covering long distances, the deck plan reflects serious thought about how boats are actually sailed offshore. The Walk-Around Winch Island places running rigging in a centralized and protected location, keeping sail handling efficient and secure. A captive mainsheet winch and Park Avenue boom are intended to make sail handling more precise and less physically demanding, especially when short-handed.

Adaptive helm ergonomics are shaped around the sailor’s natural posture, an important detail for long watches behind the wheel. According to Beneteau, the goal was a cockpit that supports both high-intensity sailing and endurance cruising.

Beneteau says the First 60 is the only yacht in its size range to divide the cockpit into three distinct zones (Sailing, Dining and Relaxation), allowing crews to trim sails, share meals, or unwind without interfering with one another.

Interior designed for life underway

Belowdecks, the First 60 is laid out to support real life at sea. The main salon combines a forward-facing nav station with a dedicated seating area, allowing watchkeepers and off-watch crew to stay connected without crowding the workspace.

The full-beam galley is designed around long work surfaces and integrated storage, a layout that will matter to sailors who cook regularly underway and need secure footing and easy access to provisions.

Forward, the owner’s cabin is one of the standout features. A walk-around, forward-facing berth, abundant natural light, and broad sea views aim to make it a comfortable retreat after long days on passage.

Argento’s interior styling carries the same aesthetic found on deck, blending warmth with modern materials for a look that is meant to remain current well beyond the boat’s launch cycle.

Built for a connected owner community

Beneteau is also positioning the First 60 as a gateway into its broader First owner ecosystem. The builder says owners will receive personal guidance during configuration, support throughout construction, and long-term backing through its Premium Service program.

Final thoughts

With a 62-foot length overall, nearly 50,000 pounds of displacement, and CE Category A certification, the First 60 is designed for serious offshore work as well as fast coastal sailing.

The concept signals Beneteau’s intent to keep the First name relevant to sailors who want both exhilaration and endurance. For long-range cruisers who still care deeply about how a boat sails, the First 60 suggests that performance and passagemaking do not have to be separate paths.

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With bows pointed west and months of preparation behind them, the World ARC 2026-27 fleet officially got underway January 10, departing Saint Lucia to begin a 15-month circumnavigation of the globe.

The start came at midday local time in steady northeast trades of about 15 knots, ideal conditions for the opening leg to Panama. For many aboard, simply crossing the start line marked the fulfillment of a long-held dream years in the making.

“I’m so excited. I can’t wait to start the trip across the Pacific, and going through the Panama Canal is going to be a blast,” said Tommaso Amadori of Cashew ahead of the start. “The group is amazing, and the organization is fantastic.”

For long-range cruisers, the days and weeks leading up to departure are often as demanding as the miles at sea. In Saint Lucia, crews focused on final systems checks provisioning and mental preparation.

“You need to get the boat ship shape for what’s coming,” Amadori said. “It’s a big job mentally and physically, but the reward is amazing.”

That mix of hard work and shared anticipation defines the opening chapter of World ARC. While some crews are new to organized rallies, many have crossed oceans together before through World Cruising Club events. Regardless of background, the Saint Lucia start brought together a new fleet bound by a common goal.

Seminars, safety briefings and social events helped establish that sense of community, supported by World Cruising Club along with the Saint Lucia Tourism Authority and Events Saint Lucia. IGY Rodney Bay Marina served as the fleet’s base, offering a practical and welcoming launch point for the adventure ahead.

Over the course of the rally, boats will visit 19 countries. Many stops are places rarely reached by travelers arriving by air, a key draw for sailors seeking deeper engagement with the places they visit.

Flexibility is also built into the program. Some crews plan to pause midway, effectively taking a cruising gap year before rejoining a future edition of the rally. For many long-range sailors, that adaptability mirrors the reality of cruising life, where plans evolve with weather, family and opportunity.

The 2026-27 fleet reflects the diversity of today’s cruising community, including eight family crews and seven doublehanded teams. Different boats, different backgrounds and different sailing styles converge under the shared challenge of going all the way around.

“This has been a dream for decades,” said Will Lee of Sea Wisdom II. “I’m really looking forward to doing it with my wife Chloe and sharing this experience with everyone in the fleet.”

Later this month, the boats will transit the Panama Canal, a milestone that marks the beginning of the 10,000-nautical-mile Pacific crossing. For cruising sailors watching from home, the fleet’s departure is a reminder that big voyages are built on careful preparation, strong community and the willingness to finally cast off.

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In an Atlantic crossing, whether racing or cruising, the ocean rewards preparation, patience and sound judgment. As competitors ready themselves for the 2026 RORC Transatlantic Race from Lanzarote to Antigua, three of offshore sailing’s most accomplished navigators are studying the same weather systems that shape any east to west passage. Their approaches may be sharpened by competition, but the lessons translate directly to long range cruising.

Chris Jackson, RORC race officer and an eight time Atlantic crosser, sets the strategic backdrop. “On current forecasts the weather outlook for the RORC Transatlantic Race this year is looking good,” he said. The trades appear well established, with a lighter wind exit from the Canary Islands before settling into steadier downwind conditions farther west. For cruisers, that familiar pattern reinforces the value of patience early on, resisting the urge to force speed until the trades fully fill in.

Jackson also points to factors cruisers know well. Isolated squalls may pepper the course, and much of the route is shaping up as a VMG run close to the rhumb line rather than a deep dive south. For passagemakers, that underscores the importance of balancing miles sailed against comfort and consistency, not simply chasing stronger breeze.

Juan Vila, navigating the Carkeek 45 Ino Noir, brings a perspective that resonates strongly with cruising sailors. Having navigated everything from America’s Cup yachts to record setting maxis, Vila emphasizes that boat speed dictates strategy. “On a fast boat you sail from one weather system to the next,” he said. “On a smaller boat you wait for the weather to come to you, so positioning becomes far more important.”

That mindset mirrors the reality aboard many cruising boats. Rather than hunting distant forecasts, Vila focuses on medium-range models, currents and the evolving shape of the trades. His advice applies offshore as well. Study how wind belts shift day to day, watch current flow and be ready to adjust course slightly to stay in pressure. Flexibility matters. “That flexibility is huge,” Vila said, noting how VMG sailing early and efficient reaching later can make a meaningful difference.

Vila also stresses instinct. “When you are in island shadows or playing squalls, you trust what you see,” he said. Cruisers threading squall lines at night or managing acceleration zones downwind know that no model replaces eyes on the water and experience built over miles.

At the other end of the spectrum is Will Oxley aboard the Baltic 111 Raven, a yacht capable of sustaining speeds that most cruisers will never see. Yet his core principles remain familiar. “The fundamentals of routing don’t change,” Oxley said. “Every boat has a polar and you run routings against that.”

For cruisers, the takeaway is knowing your own boat. Understand realistic speeds loaded for passagemaking and factor sea state into decisions. Oxley routes to avoid rough water even if it means sailing farther. That tradeoff will sound familiar to any crew choosing comfort and safety over shaving a few hours off an ETA.

Oxley also highlights the importance of understanding weather data rather than simply consuming it. “You must understand why they are showing what they show,” he said. High resolution models are powerful tools, but interpretation and context remain critical. New AI-based models may extend forecast confidence, but judgment still matters most.

Miles Seddon’s world aboard the MOD70 Zoulou is defined by speed and immediacy, yet his insights echo classic seamanship. “It looks like getting into the trade winds quickly and avoiding a ridge of high pressure north of the rhumb line will be key,” he said. For cruisers, that reinforces the classic Atlantic goal of finding sustained pressure and staying out of light air traps.

Seddon emphasizes discipline at speed. “We set clear limits on wind strength and direction before maneuvers,” he said. Long distance cruisers may not jibe at 30 knots, but preplanning sail changes, squall tactics and rest schedules is just as important when shorthanded.

Across three very different boats and mindsets, a common thread emerges. Data informs decisions, but experience refines them. Whether waiting for the weather to arrive, protecting the boat in big seas or committing to a conservative line through uncertain forecasts, the Atlantic demands respect.

As the RORC Transatlantic fleet prepares to depart Lanzarote, us mortal cruisers watching from afar can take comfort in a familiar truth: The same trade winds, squalls and currents shape every crossing. The best outcomes come from patience and preparation, and making every decision with the long view in mind.

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The Cruising Club of America has named British sailor Pete Hill as the recipient of its 2025 Blue Water Medal, recognizing more than 50 years of long-distance voyaging defined by simplicity, self-reliance and a deep commitment to life at sea.

Established more than a century ago, the Blue Water Medal is the CCA’s highest honor, awarded for exceptional seamanship and adventure by amateur sailors. Hill, 75, joins a lineage that includes Bill Tilman, Bernard Moitessier, Eric and Susan Hiscock, and Sir Robin Knox-Johnston.

Hill was notified of the award while cruising in New Caledonia. “I am blown away by this,” he said. “This is such an honor.”

Over five decades, Hill has completed extensive ocean passages aboard a succession of small cruising sailboats, many of them built or heavily modified by his own hand. Central to his philosophy is the junk rig, a low-tech sail plan he has repeatedly proven across the world’s oceans. His approach has resonated with a community of sailors who value seaworthiness, repairability, and independence over complexity.

Hill’s offshore career began in the 1970s aboard a self-built 27-foot Wharram catamaran, which he sailed with his first wife, Annie, on a demanding North Atlantic circuit in 1975. The couple later built Badger, a 34-foot plywood dory, and cruised widely in both hemispheres, reaching from Greenland and arctic Norway south to the Falkland Islands, South Georgia, and Gough Island before returning north via Baffin Island and eventually sailing to Cape Town.

He later designed and built China Moon, a 38-foot junk-rigged catamaran, and spent five years cruising the high latitudes of the South Atlantic, including Cape Horn, the South Shetland Islands, Tristan da Cunha, and South Georgia. After selling the boat, Hill delivered her solo from Baltimore to Brazil in 41 days, then sailed nearly 10,000 nautical miles from Brazil to Tasmania with the new owner.

Hill also tested himself in organized ocean racing, finishing second but last in the 2006 Jester Challenge aboard a Kingfisher 22.

Subsequent projects included converting a Freedom 33 to a junk rig and cruising extensively in Brazil with his second wife, Carly, while contributing a multi-part cruising guide to Brazil for the Royal Cruising Club Pilotage Foundation. He later built Oryx, another junk-rigged catamaran, and crossed the South Atlantic from Brazil to Cape Town.

Hill’s life afloat has not been without tragedy. In 2015, Carly was lost overboard off South Africa. In the years that followed, Hill returned to sea alone, sailing singlehanded across the Indian Ocean to Mauritius and Australia.

During the pandemic, Hill and his partner, Linda Crew-Gee, built Kokachin, a junk-rigged schooner. Her first voyage included a North Atlantic crossing, cruising in the Caribbean, and a circumnavigation of Newfoundland. When China Moon unexpectedly came up for sale, Hill bought her back. After a refit in Tasmania, he and Crew-Gee departed for New Zealand in 2025, surviving a severe Tasman Sea storm that damaged the boat and required six days of continuous hand steering.

Hill and Crew-Gee are now cruising in the Pacific.

In honoring Hill, the CCA cited not only the scale of his voyages, but also his lifelong commitment to simple construction, practical seamanship, and boats designed to be understood and maintained by their owners. His career stands as a reminder that ocean cruising remains as much about judgment and resilience as technology.

More information on Hill’s boats and voyages can be found at junkrigventures.org.

The CCA also named five other 2025 award winners for their adventurous use of the seas, including Tamara Klink (Young Voyager Award); Philip “Greg” Velez (Rod Stephens Seamanship Trophy); Peter Willauer (Diana Russell Award); Christopher and Molly Barnes (Far Horizons Award); and Doug and Dale Bruce (Richard S. Nye Trophy).

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The Blue Water Sailing Club’s (BWSC) Atlantic Canada Cruise 2024-2025 (ACC) was an unprecedented undertaking, a first of its kind in the club’s history. Four vessels—Going Merry (a Hallberg-Rassy 42), Grayling (Sabre 38), Truant (Southern Cross 31), and Avocet (Oyster 41)—set out from Boothbay Harbor, Maine, on August 15, 2024, immediately following the annual “Maine Cruise.” Despite the varying capabilities of the boats and the diverse experience levels of their captains and crews, not one captain had previously sailed their boat north of Halifax. The fleet was later joined by a fifth boat, Walkabout (a Sabre 38), in Baddeck, Nova Scotia, in June 2025. The expedition eventually concluded for Avocet in Boothbay Harbor on August 17, 2025, after a 49-hour sail from Halifax (Rogue’s Roost).

Truant was single-handed, more often double-handed and occasionally had three onboard. With a 25-foot waterline, Truant proved that many of our smaller BWSC boats, if sailed by inspired skippers, can manage this trip. Typical daily mileage was limited to usually not more than 25 nautical miles—and often considerably less daily mileage than previous Club trips to Nova Scotia and the Bay of Fundy. Alternating lay days and short legs appealed to many participants.

A number of things made the trip unique for the Club. The cruise was long. We sailed 2,200 nautical miles. We were at sea for 83 days. We saw 47 harbors. It spanned two summers. We went to three countries.

The Atlantic Canada Cruise (ACC) was an expedition-type club cruise. There were three overnight passages. The last passage (284 nautical miles) had two back-to-back overnights. Matinicus to Shelburne, N.S., St. Pierre to Sydney and Halifax to our various homeports. These passages made possible a detailed exploration of the Atlantic Coast of Nova Scotia, the Bras d’Or Lakes, the southern coast of Newfoundland including many of its magnificent fjords, several of the islands along Newfoundland’s southern coast including Burgeo and Ramea, and the French islands of Miquelon-St. Pierre.

Days off the boats were spent exploring these harbors and hiking in some really spectacular places. We were greeted warmly and with much curiosity everywhere—though many places were without a population or road access.

One fellow in Rose Blanche, eager to show us his way of life, took a few of us jigging for cod. The catch fed the entire group. These were fish you hook as soon as you drop the hook. So, we got equipped. In the fjords, birds perched high in the surrounding cliffs were answering my son’s cellphone bird-identification app. It was acoustically as impressive as listening to a concert in Carnegie Hall. And very remote. Our hiking teams, often exploring simultaneously different ridges, took handheld radios as help could only come from the anchored boats. Much of this was captured by Homer, which was our squadron’s only drone after the loss of its sister drone.

Nature was front and center. A small group of pilot whales repeatedly crossed within feet of our bows in 5- to 6-foot swells en route from Piccaire (Pink Bottom) to Brunette Island, Newfoundland. This was a different behavior than what I have seen crossing Georges Bank where larger groups of whales have flanked Avocet on both sides as if in a convoy. This was purposeful and playful activity by very large mammals. To finish that day at anchor at Brunette Island (en route to Fortune, Newfoundland), locals came over in their skiff, chatted it up, asked where we were from and gave us a bag of their freshly harvested scallops. They were the best scallops I have ever eaten. Caribou were grazing unperturbed on a hill in front of us at this spot. No roads. No bridges. No light pollution. Virtually no people. A few fishing huts. Elsewhere others in our group were given jars of moose meat and moose sausage. A delicious and unexpected appetizer for the group. Tasted like flank steak. Coming off the sea we were not quite tourists nor were we mere transients. The relationship was one of mutual interest and respect; we shared the sea. They were as curious about us as we were of them.

The composition of participants was another somewhat unique feature. For only five boats, there was an extraordinary number and mix of people of various ages, occupations and familial relation. By one estimate, 50 folks sailed various parts of the trip. Nine married couples. Three sets of brothers. Two sets of brother-sister pairs. A son. Cousins. Uncles. High school buddies. College buddies. New BWSC members. Old sailing friends. New relationships were made and old relationships were nourished. The different types of sailing permitted (and sometimes required) different sets of crew along the route. The number of participants coupled with the remoteness of many of our crew points in Newfoundland and parts of Nova Scotia added complexity to our crew changes and fresh faces to different legs. There was also continuity in the group. For three of our original four boats, many who crewed in 2024 returned to crew in 2025. One returning non-member crew sailed on two different boats.

The trip was organizationally unique. We were graciously given a pass by local Customs authorities in advance in regard to the statutory importation tax in Canada and departure requirements when overwintering. Canadian Customs officials have wide discretion. We also scheduled a departure from Canada and into France (St. Pierre) so as to re-new the one-year limitation period for Canada on re-entry. As it turned out, Customs would have granted us more than a year to clear out had we needed it. We were apparently deemed to be trustworthy guests.

The trip required a broader set of seamanship skills than our Club’s typical two-week cruises. These skills applied mostly to mechanical issues. One boat’s windlass fell through the deck and had to be re-bolted. Another boat’s windlass had electrical corrosion issues. An AIS transmit function required electrical work to get functioning.

The AIS transmit is an important safety capability when traveling at night and/or in the fog and especially in a group of boats. It is also handy when port authorities are trying to locate and manage your approach in no visibility conditions such as what we had going toward Port aux Basques. With lots of other traffic, there is not a lot of time for the traffic control officers to be plotting your exact position by digesting lengthy lat/long numbers given verbally over the radio.

Three engines had oil changes, which, in turn, unveiled a potentially serious issue relating to the exhaust system and decomposing air filter in one of our boats. A toilet pump in one of our boats required a call for tech support and an on the spot rebuild. In Burgeo, a boat’s anchor got stuck on a submerged pipe. To jimmy it free, a secondary trip line was secured and then winched from another boat’s primary. One boat developed engine starting issues relating to fuel intake. This was addressed eventually at Baddeck Marine as was another boat’s complete repower. There was also a transmission issue that was addressed on the fly.

Baddeck Marine is a wonderful place to winter over if you do the decommissioning work yourself. The yard forgot to winterize Avocet’s fresh water system. All plumbing fixtures, hoses and filters were replaced at the yard’s expense and without discussion. They are honest, friendly and hard working folks. Every yard makes mistakes. Not every yard covers the costs of those mistakes. Their rates were extremely reasonable. The town of Baddeck is on the Cabot Trail and is therefore a great place to spend the time necessary when hauling or launching.

The greatest perceived challenges turned out to be largely overblown. Anchoring was not a problem though heavy ground tackle was necessary. One boat upgraded their gear for 2025. Another boat passed on a few anchorages. Rafting up, splitting up, and/or tying stern to shore resolved matters in the few places that were tight. In Pink Bottom, three boats rafted up with a stern line and the other two boats moved on to alternate anchorages. More boats could have easily joined this trip.

Katabatic winds and fouled anchor rodes, referenced by Paul Trammell in his book, Sailing to Newfoundland: A Solo Exploration of the South Coast Fjords (2023), were never a problem—however Mr. Trammell, a newcomer to sailing, deserves all the credit for undertaking such a remote trip solo. Brave man. And without a windlass! He used an InReach device for tracking when he hiked.

Our group did have to hold position an extra night at anchor in Yankee Cove, Nova Scotia, in 2024 as we were in an extended small gale. In Francois, Newfoundland we tied to a dock for the night in winds which a local told me were gusting 60 to 65 knots. The wind was greater than I have previously experienced. This local fellow correctly advised before the wind hit that it would be pushed from the North to the Northwest by the cliffs—and he was correct.

Along the fjord coastline and in front of all the cliffs, this was a dangerous lee shore very close alongside and on our rhumb line heading east. On the most egregious day, only Truant (with my son aboard) took the conservative action and gained significant sea room. It would have been difficult to impossible to sail out of trouble had there been engine failure. Anchoring was not an option as water depth close to shore was too deep. This was an instance where sailing in a group actually added a measure of hope if not real safety since we had Going Merry and her 60-horsepower engine in close proximity for a tow.

There were similarities between the Nova Scotia and Newfoundland trips. Both areas are thinly populated and are stunning in physical beauty. Both summers had extraordinarily good weather: sun, little fog and almost no rain. There was so little rain in 2025 that Cape Breton, Nova Scotia, was under a no-campfire ban. At Liscombe Lodge in Nova Scotia folks were not permitted on the hiking trails. Warm air (cool nights) and warm water (in places). Bugs were not as bad as predicted. Provisioning was a snap. Canadians freely drove us around or lent their cars and trucks.

Differences between our Nova Scotia and Newfoundland trips were not immediately apparent in advance. We sailed Nova Scotia over 70% of the time. This sailing to motoring ratio was reversed in Newfoundland because of short, steep and confused swell in the Cabot Strait and along the southern coast. The Labrador Current, the Gulf Stream Current, the Atlantic Ocean Current and enormous fetch coming up against the cliffy fjord sections of Newfoundland created convergence, blocking, gap and funneling effects. Truly a bad combo. Leaving mid-August for Nova Scotia from Maine proved to be correct for better wind and less fog. Sailing west to east along the southern coast of Newfoundland (from Port aux Basques and Squid Hole to the Lampidoes Passage) was critical. Waves, wind and current were all against us if going the other way.

Entering and exiting Dingwall, Nova Scotia, was uneventful at high tide for Avocet. She draws 8 feet. Exiting Ingonish, Nova Scotia, was not so good. A narrow channel blocked by a lobster buoy in the middle offered a 50-50 choice—she bumped the bottom but got kudos for taking one for the team following astern. Another advantage to sailing in a group.

In two of the Newfoundland fjords (Hare Bay and Facheux Bay), fish farms combined with unrelated, very long, singular, and haphazardly placed floating lines made navigation sufficiently difficult to require assistance from the boats tending these farms. At night or in fog, these areas would be arguably non-navigable. Our group relayed this information to those behind. We closed quarters and filed through in a single row.

Our group of four boats sailed as a group in Nova Scotia in 2024. Our group of five boats in 2025 sailed as a group in Newfoundland. On the return from St. Pierre, France (8 nautical miles southwest of Newfoundland), decisions had to be made sailing against prevailing southwesterly winds and the group split. One group headed to Sydney two days ahead of schedule to catch favorable conditions on that overnight passage. One boat in the other group had a schedule to meet in Sydney; and, joined by another boat, departed St. Pierre on schedule but two days after the first group. This second group subsequently departed Sydney three days after the first group. One boat hauled for the winter in Baddeck. Another boat chose an accelerated route and schedule home. In Halifax, where three boats were joined, captains read the weather differently, as they did in St. Pierre, and made departure decisions accordingly.

It is essential in sailing passages that weather windows are paramount and that each captain makes his or her own departure choices. Crew meetings in both St. Pierre and Halifax were structured to ensure that this protocol was followed. This is not what happens in organized ocean races where a race committee makes the starting gun decision for the fleet. Although it is true that our group saw different things in terms of the forecasting, it is equally true to note that this was essentially a near coastal return where safe harbors are relatively close at hand. For this reason, a weather router, like Chris Parker, was not used though he did speak for us in a 2023 seminar on the trip.

For the Blue Water Sailing Club’s “CCC” (the Caribbean Challenge Cruise 2026-2027), the stakes are higher sailing Newport to Bermuda in November. Using Chris Parker will be helpful to everyone regardless of experience levels.

Although our captains could have called in their own weather router, they relied on their own resources, heard from all other captains and learned from the experience. Weather models do not always agree with each other. Without hands-on experience doing the weather routing part and sailing a few overnight passages, one has a disadvantage relying solely on another person’s opinions and advice.

What did I learn as trip leader? It is more fun to sail in a group.

If I were to do the trip again with the same northerly winds some of us enjoyed sailing south from St. Pierre, I would sail straight to Louisbourg and skip Sydney. Sailing home in prevailing southwesterly winds requires one to be opportunistic whenever there is a northerly component. Chris Parker, prior to this trip, put it starkly. It is easier to sail from Newfoundland to Bermuda than it is to sail Newfoundland to New England.

Louisbourg gets you farther south and is more direct than going through the Bras d’Or Lakes and St. Peter’s Canal. Sydney has about an 8-mile slog up the harbor which is long, out of the way; and it comes after an overnight passage. Baddeck is not a port of entry. Sailing to Louisbourg does mean that your crew skips the Bras d’Or Lakes, but our group of boats sailed the lakes in 2024 going to Newfoundland. The lakes are a thing of beauty—not to be missed. As awesome in their solitary splendor as the fjords in Newfoundland.

On the return along the Eastern Shore of Nova Scotia, Avocet adopted several strategies. Sail early before the southwesterlies pick up, go short and stop early, and make more stops. Sail the rivers and inland bays on a beam reach like Country Harbor, Tor Bay (Webber Cove) and the beautiful and navigationally entertaining inner passages like Dover Island Passage. No rush.

The key to my kind of sailing is to find a way to do it all in cool, new places with the right mix of gunkholing, offshore passages and local exploration and to do it slowly, often with significant breaks in the action, with the right crew, friends and family. This trip has now introduced me to club cruising and it has elevated the experience. Those who join are like-minded folks who are excited about going. Hopefully, they have chosen the parts of the trip they will like. It is more rewarding to share it than it is to go solo.

About the Author: John Slingerland sails out of Boothbay Harbor, Maine on his Oyster 41, Avocet. A graduate of Middlebury College and a retired lawyer, he is presently Commodore of the Blue Water Sailing Club. John has recently completed a four-year circumnavigation of the North Atlantic Ocean and Western Mediterranean Sea. He has since led Blue Water Sailing Club members to Nova Scotia and Newfoundland. Click here for information on joining the Blue Water Sailing Club or participating in its upcoming sailing adventure to the Caribbean. The Caribbean Challenge Cruise leaves Newport, Rhode Island, in November 2026 and returns from Grenada, via Sint Maarten and Bermuda, in April 2027. Review the short form itinerary and register for the trip here.

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French shipyard Outremer is taking its ocean-cruising vision to the next level with the introduction of the Outremer 64 and 57, two high-performance catamarans designed for long-distance sailing. Both models combine the brand’s decades of offshore experience with innovative design and modern onboard comfort.

The Outremer 64 is the flagship of the new generation, merging the light, seaworthy efficiency of Outremer with semi-custom elegance inspired by Gunboat. With its 95-foot volume equivalent, low center of gravity and modular layout, the 64 is designed for both family cruising and a professional crew. Its dual My Free Space configuration allows up to twelve interior layouts, giving owners a lot of flexibility for telecommuting, short-handed sailing or extended voyages.

Reinforced carbon daggerboards, a carbon mast and a carefully optimized sail plan give the 64 remarkable stability and smooth passages even when loaded, according to the builder. The yacht blends comfort, performance and emotion for a sailing experience to a level unlike anything previously offered by Outremer. Construction will begin at La Grande-Motte in January 2026, with a world premiere scheduled for the 2027 Cannes Yachting Festival.

The Outremer 57, the natural heir to the popular Outremer 55, focuses on performance and usability for small crews. It has sleek, timeless lines and a spacious layout optimized for months at sea. Protected helm stations, efficient deck circulation, ample storage, and carefully considered weight control ensure comfort and autonomy for couples and families pursuing long-distance cruising.

Like the 64, the Outremer 57 integrates lessons learned from thousands of miles sailed by Outremer owners. Performance is accessible, reliable and practical for everyday use, the shipyard noted. Construction also begins January 2026 with a public unveiling at the 2027 Cannes Yachting Festival.

Both new models demonstrate Outremer’s commitment to creating catamarans that sail fast, feel safe and provide the onboard comfort required for serious offshore cruising.

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Rockport Marine has completed the technical launch of Ouzel, a 95-foot custom sailing yacht conceived as a long-range cruising sloop with refined performance and modern systems. After three years of construction at the Maine boatyard, Ouzel is now afloat and beginning mechanical and systems trials.

Designed by Langan Design Partners of Newport Rhode Island with interior design and exterior styling support from Mark Whiteley Design of Lymington England, Ouzel reflects a collaborative approach that draws on expertise from both sides of the Atlantic. Owner representation and project management were handled by MCM Newport, whose team coordinated closely with designers and builders throughout the process.

Built using Rockport Marine’s wood-composite construction method, the hull blends cold-molded wood with carbon fiber E-glass and foam coring. The approach is intended to deliver modern composite durability while retaining the tactile and acoustic qualities long associated with traditional wooden yachts.

“There’s a common perception that you can’t build a yacht like this in the United States any longer,” said Peter Wilson, president of MCM. “When the world finally gets to see what this team has created, they’ll quickly realize that you can build a world-class superyacht right here at Rockport Marine in Maine.”

According to the build team, close coordination was key. Designers builders and owner representatives met weekly by video conference and convened regularly in Rockport to review progress and full-scale mock-ups. That rhythm carried the project from raw materials to launch.

“It’s satisfying to bring a project of this quality from raw materials to this moment,” said Sam Temple president of Rockport Marine. “We have had a strong team and wise clients. Looking longer term, I am pleased but not surprised to see increased acceptance of wood-composite building, which delivers the advantages of wood with maintenance demands comparable to other composite vessels.”

Tom Degremont of Langan Design Partners said the project highlights how traditional skills and modern techniques can coexist. “We are seeing consistently brilliant work by the team at Rockport to blend ageless boatbuilding skills with modern materials,” he said. “It has been exciting to see the full package come together as Ouzel touches the water.”

From the interior perspective, Mark Whiteley noted that the construction method contributes directly to life aboard. “The quality of craftsmanship ranks alongside the world’s best,” he said. “The wood-composite structure enhances the aesthetic acoustic and even aromatic qualities of the interior. At this stage we remain focused on final systems testing but we are delighted to see her afloat.”With launch complete, Ouzel transitions from construction project to sailing yacht. Sea trials will validate systems and performance ahead of delivery, closing a chapter on a build that underscores the continued capabilities of American yards in the world of large custom sailing yachts.

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Ocean Posse has announced a new voluntary reporting arrangement designed to improve safety for private cruising boats transiting parts of the Caribbean and the Eastern Pacific. The program encourages offshore sailors to share basic voyage information before departing remote areas where vessel identification can be difficult.

The initiative focuses on passages beyond 12 nautical miles in the Eastern Pacific south or east of Huatulco Mexico and north of Ecuador as well as portions of the southern Caribbean. Ocean Posse says the goal is simple: help reduce the chance that an innocent cruising yacht could be misidentified while underway.

“Recreational sailors could become collateral damage in an environment where accurate vessel identification is increasingly difficult,” said Dietmar Petutschnig founder of Ocean Posse. “A properly filed float plan and an up-to-date vessel profile can make a meaningful difference during an unexpected encounter.”

At the core of the program is voluntary pre-departure communication. Captains are encouraged to update their vessel profile on MarineTraffic with current details and photos and to file a standard U.S. Coast Guard Auxiliary float plan 48 to 72 hours before departure. That float plan is emailed to a dedicated humanitarian notification address so it can be referenced if needed during the voyage. Crews are also asked to confirm safe arrival at the end of the passage.

Ocean Posse emphasizes that participation is optional and designed as an added layer of situational awareness, not an enforcement process. Underway best practices include maintaining a continuous watch, monitoring VHF Channel 16, transmitting AIS when possible, clearly displaying a national ensign and responding promptly to any hails at sea.

The organization also highlights established rescue coordination contacts for family members and shore-side supporters should concerns arise during an offshore passage.

“This is not mandatory but it is the best layer of protection available right now,” Petutschnig said. “It provides clear confirmation that a vessel is a legitimate cruising yacht with a known itinerary.”

Ocean Posse says full instructions are available to members and the wider cruising community and encourages offshore sailors to review the guidance as part of routine passage planning.

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The start of the 2025 ARC and ARC+ rallies has brought more than 1200 sailors and a diverse fleet of cruising yachts to Las Palmas de Gran Canaria. This year marks the 40th edition of the Atlantic Rally for Cruisers, a milestone in the world of oceanic sailing.

The ARC+ will depart on November 9, sailing 850 nautical miles southwest to Mindelo in the Cape Verde Islands. After resupplying, the fleet will continue on November 21 for the 2,150-mile leg to Grenada in the Caribbean. The rally includes 89 boats, ranging from the 20.36-meter Fountaine Pajot Alegria 67 Anastasia to the 10.77-meter Rustler 36 Restless of Stornoway. ARC+ participants come from 27 countries and range in age from 1 to 71, including 52 children, a record for the event.

The ARC will depart on November 23, covering 2,700 nautical miles to Saint Lucia. This year’s fleet includes 150 boats, from the 30.6-meter Wally Vantanera to the 10.34-meter JPK 10.30 Heartbeat2. Participants represent 31 countries with ages ranging from 6 to 80, and 802 sailors are registered to take part. The ARC remains the only World Cruising Club rally with an IRC racing division, which limits propulsion to sails only.

“The ARC is timed to follow Antigua Sailing Week, offering a safe and enjoyable way for yachts to sail north from the Caribbean,” says Race Chair Les Crane. “The course combines long Atlantic passages with the opportunity for tactical and strategic sailing, making it a unique experience for sailors of all ages and skill levels.”

To celebrate the 40th edition, World Cruising Club will host public events in Gran Canaria including opening ceremony parades, the return of the ARC dinghy race, and two new initiatives: ARC Radio, broadcasting news and interviews 24/7, and ARC Live, featuring daily 90-minute live events and coverage from the start line.

For many sailors, participation in the ARC and ARC+ is a bucket-list adventure, offering long Atlantic passages, tropical skies, and memories that will last a lifetime. The prize-giving ceremonies are set for December 11 in Grenada and December 20 in Saint Lucia.

For more information visit worldcruising.com.

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After a two-year hiatus, the 2026 Antigua Bermuda Race will once again send a fleet of offshore sailors northward across nearly 1,000 miles of open Atlantic. The fifth edition of the 935-nautical-mile race starts April 29 from Antigua, following Antigua Sailing Week and finishing in time for SailGP Bermuda on May 9-10.

Run by the Royal Bermuda Yacht Club in partnership with Antigua Sailing Week, the race has grown into one of the Caribbean’s signature bluewater events. It offers sailors a unique mix of spirited competition and seagoing adventure, departing from the turquoise waters of Falmouth Harbour and finishing off one of the Atlantic’s great island nations.

“The Antigua Bermuda Race is timed to coincide with the end of Antigua Sailing Week when many yachts are already preparing to head north out of the Caribbean,” said Race Chair and Past Commodore Les Crane. “With today’s high ocean freight rates, it’s a safe, economical, and highly enjoyable way to take your boat home while joining an organized event.”

The course takes the fleet past Barbuda before heading into open water, out of sight of land until the finish. Sailors can expect everything from brisk tradewind reaching to light-air strategy sessions, a true offshore experience without the extended commitment of a transatlantic passage.

Past competitors have praised the event for its balance of performance sailing and pure ocean magic. In the 2022 edition, Meg Reilley of the Canadian Pogo 12.50 Hermes II recalled, “The first few days can be a sleigh ride. Reaching in the tradewinds, Hermes effortlessly coasts between waves, holding double-digit speeds so gracefully that all you need to do is sit back and enjoy the ride.”

The race is open to IRC and CSA Racing Yachts, Cruiser Racers, Multihulls, and Superyachts, with dedicated categories for classic and doublehanded entries. A secondary CSA motor-sailing division allows yachts using engines under time penalty to still compete.

Registration for the 2026 event opens November 15, and the official Notice of Race is now available at antiguabermuda.com. The Royal Bermuda Yacht Club will host the awards ceremony on May 7, just ahead of SailGP Bermuda’s Great Sound action that weekend.

Whether as a competitive feeder race or a once-in-a-lifetime passage between two legendary sailing hubs, the Antigua Bermuda Race offers sailors a chance to stretch their sea legs, test their skills, and celebrate the enduring spirit of ocean racing.

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