When Boot Düsseldorf opens its doors January 17-25, 2026, visitors will once again find the world’s largest marina under one roof. More than 1,000 boats and yachts will fill 16 halls at the Messe Düsseldorf fairgrounds, with exhibitors from 68 countries representing every corner of the boating and water sports industries.

Following a two-year market slowdown, organizers report strong exhibitor participation across categories, including major international shipyards, equipment suppliers, and technology developers. “After a market-related downturn in the past two years, we were able to hold successful talks with manufacturers in the summer and can look forward to a comprehensive and promising Boot 2026,” said Boot Director Petros Michelidakis.

Spanning everything from superyachts to day sailers, Boot Düsseldorf offers an early look at the trends shaping the year ahead. Halls 15 and 16 will feature the sailing sector, including bluewater cruisers and multihulls from well-known brands such as Beneteau, Lagoon, Dufour, Hallberg-Rassy, and Solaris. Motor yachts, power catamarans, RIBs, and high-performance tenders will be spread across additional halls, alongside marine technology, navigation, and propulsion systems.

Innovation and sustainability are major themes for 2026. The Blue Innovation Dock in Hall 10 will again serve as a hub for discussions between manufacturers, policymakers, and researchers on clean technologies and materials. Electric propulsion, advanced composites, and new hull concepts will be among the focal points.

Beyond the boats, Boot Düsseldorf’s program includes daily seminars and presentations on topics ranging from bluewater cruising and charter advice to diving destinations and gear innovations. The popular “Ocean Tribute” Award, organized in partnership with the Prince Albert II of Monaco Foundation, will once again honor marine conservation projects, while the “Dive Award (Powered by Bauer Kompressoren)” recognizes sustainability and innovation in the diving industry.

As always, the show aims to engage the next generation of water enthusiasts. A full sailing area in Hall 15 will showcase youth and regatta programs, along with an interactive e-sailing section. Other attractions include the Classic Forum for traditional boatbuilding, hands-on paddling exhibits, and an expansive vacation hall where visitors can explore charter, marina, and travel offerings.

With more than 200,000 visitors expected and over 1,500 exhibitors across 17 halls, Boot Düsseldorf remains a bellwether for the state of the global recreational marine industry. For sailors and cruisers watching from afar, the 2026 show will provide a clear signal of how builders, designers, and innovators are charting the future of life on the water.For more information, visit boot.com.

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American sailors may soon become more familiar with ICE Yachts, the Italian yard known for its blend of modern design, advanced composites, and performance-oriented cruising yachts. At the 2025 Cannes Yachting Festival (September 9–14), the company will showcase three models that highlight its diverse approach to offshore sailing: the ICE64 Explorer, ICE66 Sport, and ICE70 RS.

ICE64 Explorer – Built for Autonomy and Ocean Voyages

Designed with long-range independence in mind, the ICE64 Explorer targets cruisers seeking extended voyages and self-sufficiency. Features such as hybrid propulsion, integrated solar panels, rainwater collection, and a 48V electrical system support weeks of off-grid sailing. Built in full carbon composite for strength and efficiency, the 64 offers a custom interior layout focused on comfort, storage, and ease of maintenance.

ICE66 Sport – Performance and Elegance Combined

The ICE66 Sport combines Farr Yacht Design naval architecture with interior styling from Micheletti & Partners. With a wide beam, clean deck lines, and minimalist coachroof design, the 66 strikes a balance between speed and liveability. Inside, an open-plan saloon with natural light, premium finishes, and thoughtful storage elevates comfort on long passages. Shallow draft and a versatile sail plan make the yacht equally suited to cruising or racing.

ICE70 RS – A Racer with Cruising Comfort

At the top of the range, the ICE70 RS delivers racing performance with a lifting keel that varies in draft from 2.75 to 4.50 meters. Designed by Felci Yacht Design, the carbon-built yacht features a powerful sail plan, optimized rig, and full suite of performance systems. While its DNA is competitive, the 70 RS still offers refined interiors and systems for offshore cruising.

An Italian Yard with Global Ambitions

For sailors in North America, ICE Yachts may be a newer name, but its approach to yacht building—lightweight carbon construction, custom design, and an emphasis on both autonomy and performance—positions the yard among Europe’s leading semi-custom builders. With the debut of these three models, ICE Yachts is signaling its intent to appeal to a broader international audience, including U.S. cruisers and racers.

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French boatbuilder Dufour is as regular as the tides on Chesapeake Bay. Dufour’s team arrives every fall in Annapolis, Maryland, with a new model, each one a few feet longer or shorter than the previous year’s, but reliably with a plumb bow and transom, chines that run essentially from stem to stern, a low-profile cabin top, dual helm stations, and a single rudder.

And notably, each and ­every Dufour I’ve been aboard as part of Cruising World’s annual Boat of the Year sea trials has sailed well, including the Dufour 44, which was introduced to North America in 2024.

Such is the benefit of turning to the same naval architect, Umberto Felci and his team of designers, exclusively since 2002. That is an impressively long period of collaboration in an industry where production builders routinely bring in new blood whenever it’s time to ­reinvent a model range.

Felci’s hulls are slippery through the water, which means sail plans can be kept manageable for shorthanded cruising sailors. In recent years, self-tacking jibs have been standard, though genoa tracks for slightly overlapping headsails are available for owners who want more horsepower. Sprits that double as anchor rollers also come standard, so off-wind sails such as a code zero or cruising spinnaker can be set on a flexible furler for reaching or running—a greatly beneficial feature on these modern rigs with big main sails and smaller headsails.

Our test boat was fitted with a genoa. In a moderate breeze that ranged from about 8 to 15 knots, we cruised at 6 to 7.5 knots closehauled and kept about the same pace off the breeze. Dufours employ a double-ended German-style mainsheet system, ­meaning sheets are led to winches adjacent to either of the boat’s twin wheels. They can be easily trimmed from either side. I like that setup because whoever is driving doesn’t need to leave the helm to attend to a mainsheet led to a winch set on the cabin top.

The cockpit on the 44 is roomy, with a teak drop-leaf centerline table that is also a handy place to brace one’s feet when heeled. The Annapolis boat had factory canvas that included a dodger and a two-piece Bimini top designed to allow the crew to step between supports when headed to the side deck. If I were a buyer, I would probably forgo the Bimini top to make the trip forward a bit easier. As a bonus, I’d get a clearer view of the main.

For several years now, Dufour has built a grill and sink into the center of the transom. New on the 44 are stairs to either side of it for stepping down to the ­fold-down swim platform; on previous models, there were stairs on only one side. Underway, fold-down seats cover the steps and provide a place for the driver to sit.

The interior of the 44 is by Ardizio Design, and the overall look is bright and roomy. Earlier models in the current ­generation of Dufours had a galley-­forward layout down below, with the stove, fridge, ­freezer, ­counters and cabinets spread out athwartships, adjacent to the main bulkhead. That’s still an option on the 44, but the boat we saw has an inline galley that occupies the starboard side of the salon in place of a couch. In either layout, a hexagonal table is to port with seating for up to 10 people, using movable stools that stow under the table underway. 

The inline arrangement allows for lots of stowage in drawers and cupboards, and for a large countertop. For a cruising couple, I thought the setup would work pretty well. It gives the salon the feel of an ­apartment with open living space. If I was routinely sailing with other couples or friends, I might prefer having the forward galley, where the cook has space to work and guests have most of the salon to lounge. In the end, it comes down to personal preferences, and in my book, the more options, the better.

There are other layout choices to be made as well. Two aft staterooms are standard. They share a head and shower compartment to starboard of the companionway, and a shower compartment to port. The latter would make a handy place to ditch wet foulies when coming below. This space can also be set up with a desk and seat, creating an onboard office.

In the three-stateroom layout, the owner’s space is forward with an island berth. Separate head and shower compartments are on either side of the doorway from the salon. This owner’s space can also be split in two to create a four-stateroom charter-­friendly floor plan, with each forward double-berth ­stateroom having an en suite head and shower.

Base price for the Dufour 44 is just under $350,000. The boat in Annapolis had a price tag of just over $580,000, which included B&G electronics, an extra pair of Lewmar winches, and air conditioning.

Dufour builds approximately 300 boats a year. All are vacuum-­infused using polyester resin, with an outer layer of vinylester to prevent blistering. Hulls and decks are cored.

The 44 is powered with a 50 hp Volvo diesel, saildrive, and folding prop. Dufour and its sister company, catamaran builder Fountaine Pajot, also offer hybrid electric propulsion developed by OdSea+, a French company that is now part of the group.

When ordering a 44, an owner can also choose among a number of wood finishes and upholstery colors. Add that to the other options for layouts, sail plans and auxiliary power, and owners can sail away on a good-performing boat that’s set up just the way they like. 

CW editor-at-large Mark Pillsbury was a 2025 Boat of the Year judge.

Take the next step

Price:$580,000 (as tested)
dufour-yachts.com

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In the early 1980s, Marc Van Peteghem and Vincent Lauriot Prévost were a couple of young naval architecture students in Southampton, England. They decided to merge their talents, and their initials, to create their own design firm. Today, VPLP is a global ­powerhouse with more than three ­dozen employees. It has designed everything from America’s Cup winners to round-the-world record-setters.

VPLP’s first big break came in 1987, when a fledgling French boatbuilder called Lagoon commissioned the firm to draw the lines of a 55-foot cruising catamaran. It was the start of a long and productive relationship. VPLP has produced many more Lagoons since then, including the company’s latest model, the Lagoon 43. It’s a collaboration with exterior designer Patrick le Quément and interior ­designer Nauta Design. 

This background is important for a couple of reasons. First, it speaks to Lagoon’s distinctive, consistent look and style over the intervening years. Second, it helps to explain Lagoon’s DNA. It’s a builder whose cats combine plenty of creature comforts with the performance for which VPLP is known.

Interestingly, VPLP took ­until the late 1990s to introduce what I consider to be Lagoon’s signature design ­feature: the distinctive coachroof treatment that overhangs the ­forward windows and resembles a gun turret. It came with the introduction of the 410 and 470. It’s readily recognizable here on the 43, and the roof itself extends aft and over the cockpit to provide protection from the sun and elements. 

Aesthetically, the lines are clean and uncluttered. The ­waterline is maxed out, the freeboard is ample, and there’s a noticeable chine in the hulls—a nod toward expanded ­interior volume in the staterooms. The raised steering ­station, beneath a hard Bimini top, is to port. (For some unknown reason, this setup is to starboard on most cruising cats.) A series of sun pads and a wraparound settee are adjacent to the helm, a sensible solution to adding upstairs lounging space on a boat not really large enough for a flybridge. The side decks are wide and, with a molded-in bulwark, safe and secure. One of the cooler elements of the exterior plan is the cutouts aft in each hull for side boarding from a dock or dinghy. There are also nice sets of steps in the transoms for swimming or coming aboard.

The interior layout truly ­maximizes the space, making the boat feel much more expansive than its 45-foot-5-inch length overall. (A 25-foot-3-inch beam doesn’t hurt matters.) There are a few innovative items I haven’t seen before, starting with adjacent dining tables in the salon and cockpit that can be configured a dozen (yes, 12) different ways. For example, with the sliding doors open, they can be paired to seat a dinner party. With the doors shut, the salon table can be dropped down with cushions inserted to create a roomy berth. About half of the 43s built are expected to go into charter service, so this flexibility is a necessary feature.

Along those same lines, in the double-berth stateroom aft, there’s a “high-rise” single berth perched over the double. The single can fold down when not in use. Also, that stateroom and the owner’s space, to starboard, can each be accessed from separate entrances in the cockpit, along with access down a few stairs from the main salon. (A charter layout has four double-berth staterooms as opposed to the dedicated owner’s space on our test boat.) Forward is the commercial-grade galley with a four-burner stove. Nearby is a flat-screen TV that can be raised or lowered, and there are fridges inside and outside. Gracious living and entertaining were clearly top priorities. 

Construction is an infused laminate incorporating E-glass and polyester resin that employs a balsa core in the hull, deck and coachroof. The twin auxiliaries are 57 hp Yanmar diesels with saildrives. There’s a solar array topside as well as a generator to meet power needs, and all equipment is top-notch: Raymarine instrumentation, a Quick windlass, Harken winches, Spinlock clutches and Elvstrom sails (including a square-topped mainsail).

During Cruising World’s 2025 Boat of the Year ­contest, we sailed the 43 on a fall Chesapeake Bay afternoon with a pleasant northwest breeze of 10 to 12 knots. Closehauled, the cat clipped along to weather nicely, making just shy of 7 knots. Easing sails and falling off to a beam reach, the 43 still registered nearly 6 knots. The helm was light and responsive, and the boat was quite fun to sail. 

The 43 replaces the popular Lagoon 42 in the brand’s current lineup. That model is a tough act to follow: More than 1,000 of the 42-footers were launched after its introduction in 2016, making it one of the company’s all-time bestsellers. Lagoon has ambitious goals with the new boat, hoping to build a hundred a year. As of this past fall, the yard was off to a great start, with 70 units sold. 

The partnership of VPLP and Lagoon has been a long and lasting one. It shows no signs of slowing down.

Take the Next Step

Price: $710,000
catamarans-lagoon.com

Herb McCormick is a CW editor-at-large.

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Construction is underway on the Mylius M72, a 72-foot carbon-fiber yacht designed by Carkeek Design and built by Mylius Yachts in Podenzano, Italy. The yacht promises a rare balance: regatta-level performance combined with refined interiors for extended cruising.

Intended for sailors who want to race competitively without giving up onboard comfort, the M72 is being billed as a new standard-setter in the performance cruiser category.

Designer Shaun Carkeek, whose work includes some of the world’s most competitive racing yachts, collaborated closely with the Italian shipyard. The M72 features aggressive racing lines with an inverted bow, a wide stern, twin rudders, a lifting keel, and 1,000-liter water ballast tanks. Built entirely from prepreg carbon fiber, the hull is optimized for stability and speed, even with a small crew.

The sail plan reinforces the racing focus, with a nearly 30-meter Hall Spars carbon mast, running backstays, and a complete inventory that includes a square-top main, J2 jib, Code 0, and A3. Owners will also be able to specify smaller sails for cruising.

While the deck is laid out for efficiency and crew movement during maneuvers, Mylius also emphasized versatility. Options include a sunbathing area aft, a retractable bimini, a removable cockpit table, and a swim platform at the transom.

Inside, Mylius partnered with Studio Parisotto + Formenton Architetti to create a modern, customizable interior. The proposed layout includes three cabins, each with a private head, a spacious dinette, and a fully equipped galley. Smooth surfaces and soft curves contribute to the boat’s contemporary feel, while owners can choose materials, fabrics, and colors to suit their preferences.

“Today there is no other 72-foot yacht like this on the market,” said Francesco Bianchi of Mylius Yachts. “Full carbon boats of this size with lifting keel and water ballast are usually designed exclusively for racing and left empty inside. With the M72 we wanted to create a yacht that delivers exceptional performance together with refined, comfortable interiors. It is for sailors who do not want to choose between the adrenaline of racing and the pleasure of cruising.”

The first hull is already in an advanced stage of construction, with delivery expected after final customization by the new owner.

M72 Specifications

• Length overall: 22.24 m
• Beam: 6.2 m
• Displacement: 23.5 t
• Draft: 3.9 m / 5.7 m
• Upwind sail area: 366 sqm
• Code 0: 281 sqm
• A3: 480 sqm

For more details, visit mylius.it.

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Cantiere del Pardo has unveiled the Grand Soleil 65 Performance, the sportier sibling to its Long Cruise model and the newest addition to its Plus Line. While the Plus designation speaks to yachts over 60 feet, it also signals a more personal approach: each yacht is tailored to the owner’s vision from the earliest design stages, blending handcrafted Italian boatbuilding with performance-driven naval architecture.

Designed by Matteo Polli with structural engineering by Marco Lostuzzi and interior and deck styling by Nauta Design, the 65 Performance aims to deliver speed and responsiveness while keeping the hallmark elegance and comfort that Grand Soleil owners expect. The sleek coachroof, optimized sail plan, and balanced hull form are intended to give sailors the thrill of performance sailing without sacrificing liveaboard comfort.

“The 65-footer is the result of a totally Made-in-Italy design process that brings together a team of professionals representing Italian excellence in the yachting sector,” says Franco Corazza, project manager for the Plus Line.

The yacht’s hull draws from the Grand Soleil 72 Performance, carrying a pronounced V at the bow and a low wetted surface to reduce resistance and improve performance in light air. The rig is stepped well aft to enlarge the foretriangle, improving aerodynamic efficiency while keeping the center of effort low. Sail handling systems, including a standard self-tacking jib, are designed for safe, shorthanded sailing—making it possible for an experienced couple to manage the boat without additional crew.

Underwater, a single rudder blade balances control and efficiency, while the inverted T-keel reduces ballast weight without compromising stability. Multiple keel options, including a telescopic version, allow owners to tailor the boat’s draft to their cruising grounds.

Nauta’s interior plan lowers the saloon to create a more seamless flow between cabins, while the deck layout prioritizes ergonomics and usable space. Owners select finishes from an exclusive materials palette, ensuring every Grand Soleil 65 Performance is unique.

Like all Cantiere del Pardo builds, the yacht incorporates sustainable materials and processes, including eco-resins, sustainably sourced teak, and solar power integration.

For sailors seeking a performance cruiser at the upper end of the size spectrum, the Grand Soleil 65 Performance offers an uncommon blend of speed, customization, and handcrafted Italian style.

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The upcoming launch of the IY 16.98 marks a new chapter for Italia Yachts, as the brand introduces its latest design tailored specifically for long-distance, liveaboard cruising. With ocean crossings and global voyaging in mind, the 16.98 is more than a performance cruiser—it’s a self-contained, technically advanced bluewater yacht designed to bring safety, comfort, and reliability to the forefront.

At the heart of the project is Enrico Malingri, a seasoned ocean sailor, project manager, and hands-on problem solver with deep roots in Italian yacht design and construction. With multiple Atlantic crossings under his belt, Malingri joins Italia Yachts to lead development on the IY 16.98, focusing on real-world durability and the kinds of thoughtful details only learned at sea.

“I’m used to extreme conditions—where water gets in from every direction—so I know exactly where the critical points hide on a boat, and how to prevent them,” Malingri explains. His design and outfitting philosophy emphasizes meticulous construction and proactive reinforcement in often-overlooked systems. “Most modern hatches are glued. We’ve also bolted ours down, for extra safety. On this boat, I’m doing everything I’d do on my own.”

Designed to accommodate serious ocean voyaging, the IY 16.98 comes equipped with both 220V and 110V electrical systems, full air conditioning and heating, and everyday comforts like a washing machine. Every feature is considered not just for ease of use, but also for resilience and maintainability offshore.

The boat also integrates a tender garage—a rarity in this size range—highlighting the emphasis on clean, uncluttered decks and space optimization. The combination of comfort, structural integrity, and careful planning puts the IY 16.98 in strong contention for cruisers considering circumnavigation or extended offshore living.

Malingri is joined by a core team including Marco Veglia, Alberto Guzzo, Maurizio Albonetti, and Mauro Rossi. Together, they’ve cultivated a fast-moving, detail-oriented project group that considers each system not in isolation, but as part of an integrated whole.

“We think through every possible weak point and solve problems fast,” says Malingri. “It’s true teamwork.”

For sailors seeking a new passagemaking platform backed by experience, innovation, and Italian craftsmanship, the IY 16.98 may prove to be a capable and compelling contender.

Checklist: What to Look for in a Bluewater Cruiser

Before you commit to a boat for long-range voyaging, make sure it checks these boxes:

• Watertight Integrity: Bolted hatches, robust seals, and solid scuppers.
  
• Redundant Systems: Dual-voltage electrical systems (110V/220V), backup steering, and ample battery capacity.
  
• Stowage and Layout: Accessible storage, integrated tender garage, and space for liveaboard essentials.
  
• Seakindly Motion: A hull designed for comfort and performance across variable sea states.
  
• Real-World Testing: Input from sailors with actual offshore experience is key.

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French builder ORC has introduced the 52.2, a refreshed take on its performance cruising catamaran that blends lightweight composite construction with ocean-going practicality. Designed in partnership with the Grand Large Yachting group, the ORC 52.2 reflects lessons learned offshore and a continued focus on simple, reliable systems for sailors who value time underway more than time at the dock.

The boat’s updated silhouette includes a distinctive rooftop skylight, widened companionway doors, and redesigned stern platforms that make boarding easier and add extra gear storage. Visibility from the helm has been improved with new openings on the forward cabin bulkhead, and steps at the mast base offer safer access when working aloft.

Like its predecessors, the ORC 52.2 is built to sail well even in light air, thanks to its lightweight structure and strong power-to-weight ratio. When others are reaching for the throttle, the 52.2 is likely still reaching—and making good time doing it. It’s a boat built for performance-minded cruisers who want to feel the helm and make miles, whether coastal hopping or prepping for long-haul adventures.

Inside, the layout has been reimagined by French designer Franck Darnet, with warmer finishes, improved ergonomics, and more built-in storage. The overall look remains clean and contemporary, with a refined simplicity that still delivers on comfort.

Owners of the ORC 52.2 will also benefit from being part of the Grand Large Yachting network, which provides access to training programs, pre-owned listings, and support services for extended cruising.

Whether it’s for coastal cruising or ocean passagemaking, the ORC 52.2 is designed to prioritize sailing performance and practical functionality.

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Stephens Waring Design is celebrating the delivery of the 68-foot Cirrus, a carbon oceangoing yacht built by James Betts Enterprises in Anacortes, Wash.

Cirrus is a custom design for an American owner who has ocean sailing in mind. The idea is to combine classic styling and Spirit of Tradition looks with modern performance and onboard creature comforts.

According to the team at Stephens Waring, the yacht’s design evolved over time. The first conversation with the owner of Cirrus was in 2017, with a brief for a broad-beamed, low-profile, Mediterranean-style, all-carbon build.

Then, apparently, the owner saw classically styled yachts passing his waterside home in Rockport, Maine, and changed his mind.

“Having observed so many Spirit of Tradition yachts, the owner began gravitating towards that look,” Bob Stephens, partner and co-founder of Stephens Waring Design, stated in a press release. “Taking the fully developed and modern layout we’d already worked up, we wrapped it in a much more classic hull form. The client really liked that.

“There were also some clear functional advantages to this approach,” Stephens added. “For example, the extra stern length allowed us to vastly improve the tender garage under the cockpit, served by a wonderful drop-down swim platform. And we were able to use the counter space for longitudinal storage.”

Cirrus has a spoon-shaped bow and a modest counter stern with a hint of tumblehome. The coachroof is low profile, and a rigid dodger protects half the cockpit. A central wheel aft drives a spade rudder.

Modern hull design and underwater appendages, including the rudder and a fine bulb keel, make the boat fast and weatherly, according to the Stephens Waring team, which says Cirrus performs well in low winds and is capable of big daily totals on passages between the U.S. East Coast and Caribbean.

“The underwater lines are modern but moderate,” Stephens said. “We tuned the displacement/length ratio to offer high performance with comfort at sea, and the hull lines incorporate more deadrise than many modern boats to reduce pounding in a head sea. The bulb keel is deep and moderately narrow for minimal wetted surface while providing a forgiving section to provide a wide groove. And the large spade rudder is resistant to overloading and stalling for good manners upwind and downwind.”

The rig incorporates a keel-stepped, carbon-fiber mast, ECthree stays and laminate sails. The fractional rig and sweptback spreaders eliminate the need for running backstays, making Cirrus appropriately outfitted for short-handed sailing. Pushbutton sail controls ease maneuvers, and Cyclops load cells give a constant readout on rig tension.

Construction-wise, the hull and deck are vacuum-infused in carbon with foam core. The weight savings allow for systems such as air conditioning, a 20-bottle wine locker, a larger TV, a stand-up fridge/freezer and a separate deep freezer.

Accommodations are for six guests with quarters for two crew. The owner’s area has a sofa, extra stowage and what Stephens Waring describes as a large shower. In the salon, there’s a solid teak table for dining with views through the hull lights on either side. Skylights overhead allow in more natural light, and a chart table is nearby with full access to the boat’s systems.

What does Bob Stephens of Stephens Waring say about the yacht’s interior? “The accommodation on Cirrus is in another league. Working in a palette of warm teak and white paneling with dark wenge soles, we have created a real sense of timeless luxury. The saloon is open plan, with a very well-equipped galley and the chart table all connected to the same social space. One of my favorite features is the line of central hatches in the coachroof that provides a continuous bar of light down the center of the spacious saloon.”

Where to learn more: visit stephenswaring.com

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Once upon a time, two cavemen were sitting on their floating logs, complaining about their spouses. One caveman stood up to pee-to-lee. The sun was hot. He opened up his furs to stay cool and caught a gust of wind. Modern yacht racing was born. 

Ever since, a yacht race has been defined as “any two sailors within sight of each other.” There are lots of advantages to arriving first. The faster caveman not only gets to eat first and eat more, but he also gets to, er, snuggle for a longer duration than the loser. 

Losers don’t like this. Not at all. Thus, for a long time, every yacht race has been divided into two groups: the skipper who won and the many angry skippers who believe they were cheated. We call this unfocused anger “wholesome competition.”

Now, the caveman who lost to the innovative, bladder-­blessed sailor soon discovered that lighter, longer logs of the same buoyancy are faster. Basically, this was the first step on a winding road called the America’s Cup. 

One hungry fellow in the village cooked up a T-rex burger on a log and then later attempted to scrape off the coals. He realized that the charred wood was easy to remove with his sharp oyster shell. Thus, dugout canoes were another great leap forward. I’ve had the pleasure of watching men build them using this exact hot-coal method in Micronesia. 

Hoisting specially sewn furs on a vertical pole was another mega advance, as was mounting sheets of slate to the bottom of the canoe to add righting moment (weight) and reduce leeway by increasing lateral resistance. 

Steering was done with an oar. Most men, even then, were right-handed. If the voyage was long, they’d lash the oar in place. As a natural result, they’d tie up to discharge their cargo on the port side, not the steering oar (starboard) side. Anatomy as destiny.

Newbies who steer from a proper helm often confuse the words “port” and “starboard.” An easy way to remember the difference is that port and left are short words, while starboard and right are longer. Or remember this simple phrase: “Red left port.” A sailor named Red sailed out of the harbor. The left side of his boat is the port side and the one with the red light. (When two vessels are on a collision course, the one who sees the red light should stop so that the ­green-lit vessel can go.) 

Also, in the United States at least, sailor Red correctly kept the red navigation marks on his left as he proceeded out to sea, in order to stay in the dredged channel. 

This is all basic stuff, correct? (Notice I didn’t say “right” and confuse you even more.)

Alas, sailing vessels that were intended to cross oceans soon began to look different from coastal counterparts. Why? Because their crew didn’t want to drown from waves sweeping across the vessel offshore and carrying them overboard. Plus, the excessive pitching of the vessels in a seaway slowed them down. 

Designers felt that they most certainly had the answer: Make the bow and transom higher, more high, and even higher still. Thus, the lofty stern castles and towering bows of the ­man-of-wars of the 1600s. 

This didn’t work. The weight added at the ends only increased the pitching. Who could have guessed? 

If you think all this is ancient history, just observe the modern trend in multihulls with reverse-raked bows on their hulls or amas. This is the latest demonstration of the “migrate the weight toward the center” concept. Such design choices even affected the English language. Immodest, crude sailors stuck their naked butts over the bows at the “head” of the ship, while more modest skippers set up a canvas shield on the poop deck. 

But getting back to the America’s Cup in the mid-1800s: Yachts had a problem. To be strong, they had to be heavy. And heavy required lots of sail area. But the designer couldn’t make the masts taller with the limited technology of the day. Thus, as the boats became heavier, the rigs became longer via overhanging booms and long widow-makers forward (that’s what bowsprits were called during my youth). 

Sailing ships of the day had lots and lots of sails. They regularly left Boston with four to six extra crewmembers when they sailed to the West Coast via the Horn during the Gold Rush era. One clipper skipper bragged that he’d “lost only three crew” out of the rig during his last rounding of the Horn. How lucky was that?

Anyway, after the Americans carried off the Hundred Guinea Cup and renamed it after America, Europeans wanted to visit the New World to see what all the fuss was about. Shipping increased, and thus the need for pilot boats that could remain at sea for long spans of time yet return to port quickly. That was the heyday of the pilot and fishing schooners, the kind that I grew up aboard. 

Why schooners, specifically? Because with their giant mainsails set far aft, they hove-to extremely well. Here’s irony for you: Some of the fastest boats of their day evolved from vessels specifically designed to bob in place. Ah, the historical goofiness of yacht design.

Back in my youth, large headsails weren’t practical. Not without sheet winches. Yes, some vessels sported sheets with block-and-tackles—all the better to kill any slow-ducking crew.

Now, during this time, most sailors knew empirically, not mathematically, about concepts such as lateral resistance. If you take a picture of a hauled-out sailboat from the side and cut away everything but its underbody, and then you balance the bit of the photograph on a pin, that’s the exact center of lateral ­resistance of the yacht. 

Then, if you add up all the combined centers of effort of all the various sails, and then place that point a couple of inches abaft the center of ­lateral resistance, well, the boat will be perfectly balanced, with just the right amount of weather helm. 

Don’t want to haul out to find the lateral resistance, or don’t have a camera? Fine. Just tie up your sailboat extremely loosely on a windless day. Then pull it in parallel to the dock. Then push it away from the dock with the point of the boat hook. If the bow moves away first, move aft. If the transom moves away first, move forward. Eventually, you’ll get to a spot where the boat will move away parallel to the dock from a single point. Drop a plumb bob into the water: That entire line is your center of lateral resistance. 

What? You didn’t know this? Well, most of my generation of bilge rats did. The difference between us and yacht designers was that the yacht designers knew how to operate expensive slide rules (which were kind of the ­supercomputers of the era). 

Of course, as wonderful as schooners were, it was only a matter of time before a smart-ass such as myself put the rig on backward by placing the smaller foresail behind the larger mainsail, thus inventing the modern ketch. (A ketch has its mizzen mast forward of where the rudderpost bisects the design waterline. Not aft, like a yawl.)

Now, I realize that ­knockabout split rigs are currently out of fashion, and they should be. However, once the wind pipes up above an offshore vessel, split rigs such as our Wauquiez 43 ketch really come into their own. The mainsail can be totally dropped in a gale, and the vessel remains in perfect balance. The boat not only can sail jib and jigger under mizzen and headsail, but it also can sail to windward if it’s well-designed. We regularly go through 40-plus knots with a fully battened mizzen and ­roller-furling storm staysail set, without leaving the safety of the cockpit. How cool is that?

In light-air off-the-wind conditions, we often fly our mizzen staysail instead of our heavy mainsail. The nylon mizzen staysail is ultra-easy to hoist and hand. (In my day, we didn’t take down a sail. We handed it.) 

Of course, the real problem with racing boats is the boats themselves. In a way, they suck. I mean, in order to sail upwind, you need a keel and a sail; the hull of the boat is just useless baggage to support one or the other. Doubt me? Ask any foiling kiteboarder, especially one with a smug grin. 

Or ask any of the crew of the America’s Cup boats Ineos or Taihoro, for that matter. 

How much do I know about the finer bits of yacht design? Modesty prevents me from answering at length, but I do recall my father answering: “How much doesn’t Fatty know on any given subject? Well, usually just enough to get himself into trouble.” 

Fatty Goodlander is still hard aground on his own coffee grounds in Southeast Asia.

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