250 ft sailboat

• Yachting Monthly
• Digital edition

Coast 250: The mighty micro cruiser

• March 30, 2020

Producing a boat that planes under power and sails like a thoroughbred has been an elusive quest for decades. Has Swallow Yachts’ Coast 250 succeeded where others have failed? David Harding went to find out

A carbon rig and laminate sails contribute to the sprightly performance. Credit: David Harding

Product Overview

• Fast and easy to handle under sail
• Smooth and efficient planing under power
• Roomy and practical layout
• Engine could do with more sound proofing
• Foot-braces on cockpit seats would be useful
• Self-tacking jib presents limitations

Price as reviewed:

Sailing yachts are designed to sail and motorboats to motor, right? And never the twain shall interbreed – at least not successfully? This hasn’t stopped people trying.

Motor-sailers have always been around. More recently we have also seen the planing power-sailer, as epitomised by the phenomenally successful MacGregor 26.

Some might argue that power-sailers, like motor-sailers, have been compromises that neither motor nor sail particularly well.

But whatever your views, the fact is that now, nearly 25 years after the power-sailing version of the MacGregor (the MacGregor 26X) appeared, we have a British-built boat of similar size that will motor efficiently and comfortably at 15 knots without compromise to its sailing ability.

If you’re helming from the coaming, the engine box can be used as a foot brace. Credit: David Harding

So how has this been achieved, and what lessons have been learned from the attempts of earlier builders?

Well, all previous power-sailers that have sold in any number have had certain characteristics in common.

One is lacklustre sailing performance, even though I have met MacGregor owners who defend them to the hilt.

After MacGregor’s 26X came the 26M. It sailed slightly better but was still heavily compromised, as was the Polish-built Odin 26 (later reincarnated as the Imexus 27) and Legend’s Edge 27.

Video: Trailer sailing made easy

The best performer under sail was the Tide 28, which made the headlines when a 14-year-old Michael Perham sailed Cheeky Monkey across the Atlantic in 2007.

The challenge with designing a power-sailer is that sailing yachts and planing powerboats tend to have very different hull forms for good reason, even before you consider fundamentals like the sailing yacht’s need for ballast, a rig, and foils that generate lift.

Most power-sailers have had a large outboard on the broad stern of a hull with very little rocker, leading to an immersed transom to support the outboard’s weight and create sufficient lift for them to plane.

The folding solid-wood oak table sits on top of the lifting keel housing. Credit: David Harding

In this respect they have been just like conventional planing powerboats.

The problem is that sailing yachts need rocker (fore-and-aft curvature to the underside of the hull) and a transom that’s clear of the water at rest. They don’t like a lot of weight in the stern either, so the shape of the conventional power-sailer does it no favours under sail.

An idea whose time has come?

It so happens that I have sailed (and motored) all these power-sailers over the past 20-odd years.

I was also living on the Dart in the 1980s when Ian Anderson launched his 37ft (11.3m) MRCB (multi-role cruising boat), which was powered by 165hp of Volvo Penta diesel and helped along when the throttle was opened by ‘variable hull geometry’ – essentially integrated trim tabs that flattened the stern sections.

I remember seeing the MRCB in its creamy-yellow livery charging around at high speed off the mouth of the river.

A 70hp in its central well drives the Coast at up to 15 knots – or you can stick with 10hp for displacement speeds. Credit: David Harding

Sadly the idea never took off commercially but it was unquestionably ahead of its time.

Remembering the MRCB and having tested various power-sailers as well as many of the day-sailers and small cruisers built by Swallow Yachts, I was more than a little interested when Swallow’s Matt Newland mentioned that he was planning to develop a power-sailer whose sailing ability, he assured me, would not be compromised by its motoring performance.

This was a few years ago now — such projects take time.

It was clear from the outset that this boat would be very different from the MacGregor 26 and its ilk.

Swallow’s Coast 250 was to have – and does have – the 70hp outboard mounted in a well at the forward end of the cockpit, immediately abaft the keel case.

This overcomes the need for a broad, immersed transom that creates an enormous amount of drag under sail.

An optional carbon bowsprit for the asymmetric retracts into the anchor well. Credit: David Harding

Moving the engine was the starting point.

Through CFD (computational fluid dynamics) testing with the Wolfson Unit in Southampton, Matt soon came to realise that, with an uncompromised sailing-boat hull form, this shift of weight alone was not the solution.

The boat still trimmed bow-up and created too much drag under power to achieve the speeds he wanted.

His solution was to fit trim tabs on the transom to eliminate stern-squat and bring the bow down at planing speeds.

Further CFD analysis, followed by on-the-water testing with a full-size plywood hull ballasted to sailing weight, showed that the tabs made the crucial difference and allowed efficient planing at 15 knots.

That’s how the Coast evolved, but what’s she like to motor and sail and how does she perform in testing conditions?

THE TEST VERDICT

In the words of Matt Newland, the Coast’s designer and builder, ‘this is not a perfect motorboat. It’s a sailing boat that has a big engine and some trim tabs. It’s not going to set any motorboater’s heart alight and I’m not expecting to convert any motorboaters to sailing, though I would love to.’

Whether or not Matt and the Coast succeed in introducing motorboaters to the delights of sailing, I’m sure they will gain converts in the form of sailors who might otherwise have moved to motorboating or chosen a more conventional sailing yacht.

The wide, offset companionway allows easy access to the cabin around the engine box. The head compartment is to starboard. Credit: David Harding

He might also attract former (or current) owners of other power-sailers that they have found unrewarding or plain disappointing under sail.

The power-sailer concept has always had its appeal but, apart from the MRCB, the Coast is the only one I have come across that really seems to deliver the goods in both modes.

Great attention to detail has been paid to every aspect of the design.

WOULD SHE SUIT YOU AND YOUR CREW?

In many ways it’s a simple choice: do you want a boat of this size that sails well, offers roomy accommodation, will sit on a drying mooring, can be trailed behind a large family car and motors at 15 knots?

You will find precious little else, if anything, that does all that.

Even if the planing performance under power is of no consequence to you, the Coast’s other attributes make her worthy of attention.

She’s not cheap because of what she is.

For example, the carbon rig makes so much sense under both power and sail.

A cassette system around the gooseneck simplifies removal of the boom.

A boat of this size and weight can’t be described as a trailer-sailer, but she’s certainly a trailable sailer and an extremely clever, well-conceived, versatile and practical one too.

FACTS AND FIGURES

Price as tested: £77,771 LOA (including rudders):   7.95m(26ft 1in) Hull Length: 7.57m (24ft 10in) LWL: 7.57m (24ft 10in) Beam: 2.55m (8ft 4in) Draught: keel up 0.4m (1ft 4in) Keel down : 1.85m (6ft 1in) Displacement: 1,300kg (2,866lb) Ballast: 300kg (661lb) Ballast ratio: 23% Displacement/Length: 83.60 Sail area: 28.6m2 (307.86sq ft) SA/D ratio: 24.40 Fuel: 75 litres (16.5gal) Water: 70 litres (15.4 gal) Engine: 10 or 70hp Transmission: Outboard RCD category: C Designer: Swallow Yachts Builder: Swallow Yachts Tel: 01239 615482 Website : Swallowyachts.com

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BOAT TEST: SWALLOW COAST 250 (WITH GALLERY)

Surely a little brutal modernism is a small price for a daysailer that gives you what you want… Sam Jefferson checks out Swallow Yachts’ Coast 250

It’s not always easy being an innovator. Take early automobile designer EL Cord, who, in the 1920s, introduced front-wheel drive, pop-up headlamps and a plethora of other revolutionary touches. Unfortunately, Cord did not survive the economic vagaries of the 1930s, leaving manufacturers such as the more conservative Ford, who continued to flourish. Boatbuilding – particularly in Europe – can also be fairly hidebound. Customers identify a yacht with a single mast, fin keel and two triangular sails as the yacht of choice and manufacturers generally are willing to work within those parameters.

It’s therefore refreshing when someone takes a look at things from a slightly different angle. Working within many of these constraints, Matt Newland of Swallow Yachts has nonetheless managed to produce a yacht that is really rather wild while also being practical and – most importantly – fun. His new Coast 250 does all the things you’d expect from a daysailer, but also constantly surprises. The design premise was very simple; Newland has a young family with varied interest in sailing, confessing: “They generally just want to get to the beach.” He therefore wanted to develop a daysailer/weekender that could accommodate his kids, was trailerable and had a shallow draught (Swallow Yachts is based in the notoriously tidal Cardigan Bay). Now, all that has been done before, but Newland came at it from the premise that when there is no wind, it’s infuriating plodding along at 5kt. It is, to be fair. So he set about building a yacht that would plane under power.

My thoughts went to a dark place when I heard this: namely the Macgregor 26x, one of the most successful – and awful – ‘sailing’ yachts ever built; it was essentially a power boat with a rig and swing keel tacked on and, yes it was good under power, but it sailed like a dog.

“Yes, yes, I know about the Macgregor,” Newland laughs. “The challenge I had was to come at things from the opposite direction and build a sailing yacht first and foremost, then think of how to get it planing under power.”

To this end, a pure sailing hull was developed with the ability to plane, not an abnormal feature. Then the problem of planing under power was addressed – the key was to stop the hull ‘squatting’ and creating a lot of wash with no improvement in speed. To this end, trim tabs have been built into the stern, while a 70hp outboard – the most efficient in terms of power-to-weight ratio – has been placed much more centrally. These two features combine to give this pure sailing yacht a motoring speed of 15kt under power.

Forward thinking

At this point, it’s important not to get hung up on this one aspect of the yacht. She’s first and foremost a sailing yacht and should be judged as such – so let’s take a closer look. Swallow Yachts used to be in the ‘modern classic’ end of the market, but that’s not a charge you can level at the Coast 250. She’s 24ft 10in (7.57m) long overall and features dramatic, angular lines with a plumb bow and a pair of chines running the length of the hull. The rig is carbon fibre and is designed to be dropped easily. She features a fully battened main plus a self -tacking jib. There is no backstay. There’s also a carbon fibre sprit for an asymmetric. Weight overall is a very modest 1,300kg. She has a profiled swing keel with a lead bulb and draws 1.85m with it down and 400mm with it up. Aft, there are those trim tabs, which essentially look and double up as an integrated bathing platform. There are also twin rudders with blades that can be manually shifted up and down. Initially, a single rudder was planned, but the turbulence from the propeller was uncomfortable at 15kt under power. You can choose an outboard engine with a power range of between 9.9hp and 70hp.

On deck, you have a surprisingly large self-draining cockpit that could fit six if you so wished. The engine is housed in the cockpit beneath a soundproofed cover, which swings up to provide easy access and also doubles as a seat. There is good storage in the cockpit lockers. The mainsheet is on a traveller just in front of the tiller and the rest of the running rigging is led via a bank of clutches to a single winch on top of the coachroof. Up forward, there is a very roomy anchor locker.

Step down below and you have a very simple layout that boasts an awful lot of light and space for such a small boat. There is room here for five people, while the generous freeboard allows for standing headroom. As you’d expect, there are some pleasingly clever touches, such as a galley that slides out from the aft port side. The space beneath this galley could either be an extra berth or – perhaps higher on most people’s lists – a fridge. Other than that, there is a decent sized double berth upfront and a very generous heads compartment aft to starboard. The workings of the swing keel are all easily accessible and the keel box doubles as the saloon table. It’s open plan, simple and uncomplicated, but very practical.

Slipping into Cardigan

The test was undertaken just outside Swallow Yachts’ front door in Cardigan. This meant that the Coast’s swing keel was going to be fully demonstrated, as this is an absurdly tidal stretch of water. The breeze was offshore and the forecast was for between 15 and 30 knots, which is essentially the Met Office saying: “We don’t have much of a clue.” As it was, the breeze built steadily and there were some brutal gusts. The boat proved easy to handle under both power and sail. The keel is push button and the rudders are simply raised and lowered by hand and were easy to access. Under sail she proved very well behaved and, as always, a self-tacker really removes any drama from basic manoeuvres. This is a small, light boat with tiller steering and a decent sail area so the overall feel was very dinghy-like. By that I mean fast, fun and responsive. You could throw the boat around and she took it very well. At the same time, there was a bit of power there. At times we were clearly overcanvassed due to the massive gusts, but she was pretty stiff and had loads of grip. Basically, she was a lot of fun and it was clear that it would not take much to get her planing under asymmetric.

I guess the pièce de résistance was under power though. With the engine dropped down through a sliding hatch, keel mostly (but not fully) raised, rudders halfway up and the trim tabs adjusted, she was soon scooting back towards Cardigan at 14.5kt. At this point we inadvertently illustrated the merits of a swing keel by straying over some shallow water and hitting a sand bank at 13kt. The keel dutifully bounced up and we ended up just looking surprised rather than foolish. Other than that, she was supremely well behaved under power.

The Coast is a lot of fun – a boat that in some respects rips up the rulebook and just looks at what you actually want from a daysailer. To have the ability to motor at 15kt is never a drawback to my mind, for all that it is unconventional.

Elsewhere, the boat is crammed with clever touches and it sails as you’d expect a Swallow Yachts product should – very well. Her looks are a total departure from the early Swallow models, which had more than a hint of the classic yacht to them. These are definitely contemporary, so if you don’t mind a bit of brutal modernism, you’ll be fine. The payoff is a practical boat that sails very well.

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Catalina 250

A relatively recent entry in the class of water-ballasted trailer sailers, the catalina 250 is an adequate overnighter best suited to avid trailer sailors..

The Catalina 250 is one of a group of relatively lightweight, shallow-draft trailerable cruising boats that appeared in the mid-1990s, utilizing water ballast to provide stability. These boats—notably the C-250, the Hunter 26, and the MacGregor 26—all are of very modern design, are relatively inexpensive, and feature workmanship and materials of generally serviceable but by no means superior quality. Their sailing qualities and accommodation plans make them suitable for daysailing and casual overnighting, rather than for serious cruising.

Such boats tend to attract mainly first-time buyers, the budget-conscious, and those who give a high priority to the mobility and self-storage that goes with trailerability. We believe that most experienced sailors—generally folks who like to go cruising for more than a few days at a time, occasionally find themselves offshore in unpredictable weather, and prefer a boat that looks like a boat in the traditional sense—will find that the new crop of water ballasted boats are not suited to their needs.

At first glance, utilizing water ballast would seem to be ideal for trailering. Afloat, the weight of the water (in theory at least) provides stiffness under sail. And when it’s time to hitch up the trailer, the ballast water is drained, lightening the hull and thus making it easier to tow.

However, there are problems: (1) the depth of the ballast, which cannot be very low if the shallow draft so desirable for launching a boat from a ramp is to be maintained; (2) the need to spread it out into the ends of the hull in order to attain enough weight to be effective; and (3) its density, which by necessity is the same as the medium in which it is immersed— less than 1/11th the density of lead, the most popular ballast material. Without getting into a complicated discussion of metacentric heights and centers of buoyancy versus centers of gravity, suffice it to say that the deeper the ballast the stiffer the hull, the heavier the ballast the stiffer the hull, and the lighter the ends of its hull the faster the boat. These are the facts of life, and so far no one, including Catalina, has come up with a way to get around them.

The C-250’s ballast tank is basically a slab-like box inside the bottom of the hull. It measures an average of only about 6″ high, and is shaped in plan view something like a smaller version of the waterline of the boat, extending close to 14′ from the stem to just aft of the companionway ladder along the keel, and outward to the hull skin along the sides. This provides a compartment of a little less than 19 cubic feet, containing 1,200 pounds of water. That may sound like a lot, until you consider that the same volume of lead would weigh 13,284 pounds, and the ballast is concentrated less than 18″ below the waterline with the boat floating level. The result is that the boat is not as stiff under sail as its lead-ballasted keelcenterboard cousins, such as the Precision 23.

Looking beyond the technical aspects of design, we see a boat that does not match our traditional ideas as to how a sailboat should look. However, this is a subjective matter, so we leave it to the reader to decide what looks good and what doesn’t.

Performance and Handling

The C-250’s cockpit-mounted outboard, full-battened main, and relatively small (110%) jib all contribute to relatively easy handling. In fact, the owner of our test boat frequently singlehands. However, he discovered it’s a nuisance to tack by himself, since the jib sheet winches are nowhere near the tiller. To tack, he has to abandon the tiller, move to the forward end of the cockpit, uncleat the lazy sheet, pull it off the winch, then move back to the helm before the boat strays too far. When it has passed through the eye of the wind, he again leaves the helm, grabs the new sheet, gives it a couple of turns around the new sheet winch, then trims. This activity isn’t helped by the fact that (A) neither winch handle can be cranked through 360 degrees without crushing your knuckles against the nearby lifeline stanchion (which is less than 9″ away from the winch centerline), (B) the jib sheet lead runs from its winch to a Harken cam cleat, mounted very close to the winch drum, and (C) the lead from the cleat runs across the boat, rather than aft. We’d rather see the winches moved a foot or so forward on the cabintop, and the direction of hauling switched to straight aft, so a singlehander can trim from farther back in the cockpit. A longer tiller or a telescoping tiller extension could help alleviate the problem.

The C-250 has a relatively easy motion, characteristic of a more heavily ballasted boat, no doubt due to the spread-out water ballast. As another boating writer pointed out, the C-250 “doesn’t bob and pitch like a lightweight.” One tends to think of this characteristic a big plus, until one remembers that the slower rhythm of the pitching is at least partly the result of the boat’s spread-out water ballast, making its heavy ends act like twin pendulums, thereby cutting its speed through waves. Where boat speed is concerned, it’s well to remember that “bobbing and pitching” isn’t all bad.

Under power, our test boat was easily controlled, and made close to 6 knots in flat water with the engine wide open. The owner’s Honda 8-hp. Outboard was about the right size, though a 6-hp. Unit might have done as well, assuming no more than three or four passengers and a normal payload. A long shaft engine is required, and an extra long shaft (XLS) is recommended by the manufacturer.

We sailed the test boat in a light breeze of 4 to 8 knots, with puffs to 10, and virtually no chop. With three aboard, all sitting to leeward to test stability, we got the boat to heel to 20° in about 7 knots of breeze, close hauled. With the same crew complement redeployed to weather, we figure the boat could stand up to winds of 12 knots or so without heeling more. Above that angle, even considering that the stock 110% jib is relatively small, it probably would be time to reef the main.

We didn’t attempt to reef the main, but we could see that it would be a bit difficult, given the way the controls are rigged. The single reefing line leads from a bail on the boom, up to the leech cringle, then down to the boom again and forward, then up to the luff reefing cringle, then down toward the deck. But rather than the conventional lead, descending all the way to the deck, reversing direction through a deck block, then rising to a cleat on the mast, on the C-250 the lead is directly from the reef cringle down to the cleat. Adding the extra block on deck would allow easier handling, thereby improving the reefing system significantly, at little additional expense.

Actually, reefing the main at sea would be virtually impossible, given the way the test boat was delivered, with no topping lift on the main boom. The owner added it later.

Sails that come with the boat are “Catalina” brand, constructed of soft-lay Dacron, and we judged them to be serviceable but not high-performance quality. Our test boat pointed within 45° of the wind, and on a reach, sailed at about 5 knots in the puffs. We figured the boat could probably add a half knot on at least some points of sail if it was given a suit of sails with a bit flatter shape and less curl at the leech. We’d also like to see sacrificial UV edge panels on the roller-furling jib, rather than UV-treated Dacron as supplied. Without them, a separate sock (not supplied by Catalina) is required to ward off accelerated deterioration of sailcloth due to the sun’s ultraviolet rays.

Downwind performance would also be improved if the acutely swept-back shrouds (chainplates 24″ abaft the mast) were repositioned, so the boom could swing farther forward.

Our test boat was equipped with a tiller rather than the optional Edson wheel. We recommend against a wheel for this size and type of boat, for many reasons: It’s easier with a tiller to feel when the boat is balanced under sail; it’s faster to turn with a tiller; and a tiller is over a thousand dollars less expensive.

Steering on the C-250 was relatively light and balanced, though directional stability was not great, probably a result of the fin-like centerboard and tall, narrow rudder. Thus, even with the sails trimmed perfectly, we found we couldn’t let go of the helm for more than a few seconds before it began to wander up into the wind in the puffs, or bear off in the lulls.

Nevertheless, we were surprised at its relatively good balance, considering the sailplan, underwater profile, and lead. The lead, of course, is the horizontal distance between the sails’ center of effort (CE) brought down to the waterline, and the center of the underwater profile (excluding the area of the rudder), or center of lateral plane (CLP), brought up to the waterline. The rule-of-thumb for the lead of a well-balanced sloop is usually about 14% to 19% of the designed waterline length, with the CE always forward of the CLP. For the C-250, the CE is only about 6″ aft of the mast; by the above rule-of-thumb, the CLP should be about 3′ to 4′ feet aft of the mast. The profile drawing on the brochure indicates that the center of area of the full-down centerboard (virtually at the same location as the CLP) is practically in line with the mast—way too far forward. Normally this would mean a very hard-mouthed helm, with the boat constantly trying to head up into the wind—yet that didn’t happen in the light wind in which we sailed. We were sorry the wind didn’t pipe up more during our test, which would show for sure whether or not the C-250’s design was a rare exception to the lead rule.

In discussing this situation with Gerry Douglas, Catalina’s vice president and chief designer, we learned that the sail plan/profile in the latest sales brochure (dated January, 1995) is incorrectly drawn, in that the board’s full-down position is swept back about 15°, rather than being vertical as shown. But even then, the CLP is nowhere near 3′ to 4′ feet aft of the mast.

With the four-part vang (included as standard equipment), we didn’t miss the absence of a traveler, since we were able to employ vangsheeting. Garhauer supplies most of the deck gear for the C-250, including the vang, blocks and chainplates. Hardware quality seemed uniformly serviceable, though not fancy. Cabintop jib winches are little Lewmar #6s, okay for the 110% jib but not for a larger headsail.

We found it quite awkward to move back and forth between the cockpit and the forward deck, especially with the boat heeled and the main hatch open. The smoked Plexiglas main hatch, if closed, might have made it easier to move around, but the boat’s owner was concerned that it might get scratched. An extra set of stanchions midway between the existing ones would help.

The C-250 sales literature lists “halyards led aft to the cockpit” as a standard feature. This is not accomplished in the conventional manner—turning blocks at the mast base, and rope clutches at the aft end of the cabintop. Instead, the turning blocks are combined with cam cleats right at the mast, and the halyards are cleated at long distance. This simplifies rigging and derigging at a launching ramp, but caused a problem on our test boat: The projecting blocks and cleats can foul a flailing jib sheet during a tack. Also, with sails flying, there is no obvious out-of-the-way place to store the lengthy halyards. Consequently, we’d prefer the more conventional arrangement despite the slightly greater effort required to rig and unrig.

Construction

The deck is cored with plywood for stiffness, and the cabintop is cored with end-grain balsa to minimize weight high up. The hull is a solid laminate, using knitted fiberglass fabric and a vinylester skin. Catalina says the boat has a “blister-resistant gel coat” and the company offers a limited 5-year gelcoat warranty.

The C-250’s hull-deck joint is a modified shoe box type, with a vertical deck flange fitted over the turned-out rim of the hull, creating a joint with both vertical and horizontal mating surfaces—a strong configuration. Before fitting, all surfaces of the joint are swabbed with glue (in this case a bonding putty made with filled polyester resin), and are held together with pop rivets on roughly 3″ centers while the glue hardens. The rivets are left in place, but probably contribute little if any mechanical support to the joint. A C-shaped rubrail covers the line of pop rivets. The arrangement is neat and strong, but the effect from the exterior is not very salty.

The interior hull liner is very extensive, dressing up the cabin nicely, but at the same time almost totally thwarting any efforts to access the inside of the outer skin to make repairs or run electric wires. Still, there is a 1/4″ to 1/2″ space between the liner and hull, if you can find a way to get to it. It is joined to the hull along the sheer flange, and is tabbed at seatbacks and seat risers.

The early Catalina brochures announced that the C-250 had positive flotation, meaning the boat would float when holed. But before production started, the designers decided that flotation space would carve too much living space out of the cabin. So in the production version, there’s no special flotation.

The rudder is of composite construction, with a fiberglass skin covering a rigid foam core. Its crosssection appears to be an efficient foil shape with asquare trailing edge about 3/16″ wide (considered good design). Strangely, the standard rudder is fixed rather than a kick-up type. Because the rudder is by far the deepest part of the boat, and therefore vulnerable to damage, we’d purchase the optional kick-up rudder (we think it should be standard). Otherwise, as one owner noted: “The specified 1′ 8” draft with the board up is with the rudder off, [making] the boat unsteerable!”

The foil-shaped, fiberglass centerboard has a 3/ 16″ thick stainless steel reinforcing structure and some lead in the lower section. The board weighs about 90 pounds.

The cockpit is designed for comfort, with fairly high coamings and seat dimensions to suit most people. However, the cockpit seats are 17″ wide, great for sitting but not for sleeping under the stars. Sleeping on the cockpit floor is a possibility, since it’s 26″ wide—but you’d better be short, as it’s length in the clear is only 68″. Visibility from the helm is good.

We liked the convenient location of the outboard motor controls, with the motor head accessible without having to reach over the stern. We also liked the fact that a manual bilge pump, located in the port footwell wall, comes standard; and that the cabin table can be set up in the cockpit for al fresco dining.

The cockpit seemed reasonably safe to us, despite the open transom. Any water that washed in over the sole (not protected from big following seas by even as much as a toerail) would be stopped from entering the cabin by a full bridge deck forward, and would drain out quickly via the same opening. Warning: Be careful not to drop anything that rolls onto the cockpit sole, and if the wash from a passing powerboat comes at you from astern, lift your feet quickly off the sole!

Stowage in the cockpit, in small (10″ x 12″ x 30″) under-seat lockers, is sparse. So is the so-called “fuel locker” (the molded fiberglass box just forward of the rudder) which, according to the owner’s manual, is supposed to hold a 6-gallon fuel tank. We don’t see how; in the test boat, at least, the opening in the top of the 13″ deep box is only 12-1/4″ x 18-5/8″ with two of the four corners cut off by trim. A 6-gallon Tempo plastic tank measures 22″ x 14″; even a standard portable metal Yamaha tank has a footprint measuring 12-1/2″ x 18-1/2″, and won’t fit. We tried. The owner of our test boat uses a plastic 3-gallon tank from Honda, which does fit.

The anchor locker at the bow, a triangular compartment with a fiberglass hinged lid, is a little too small. The owner’s manual states it is big enough for a 13-pound anchor. However, when we tried to insert a 13-pound U.S. Anchor (a Danforth type), it wasn’t wide enough for the 21″ stock; the premolded notch in the locker is only 18″ wide.

Some anchors rated at 13 pounds will fit. For example, the test boat’s owner happened to have a small (FX-7) Fortress aluminum anchor which fit perfectly. And there is 7″ of space below the anchor, enough for at least a hundred feet of neatly coiled 3/ 8″ line. Be sure to check the dimensions before buying an anchor.

The layout below is similar to many other modern sailboats under 30′: A single bright and airy cabin; Vberth forward, extending aft to twin settees forming a U-shaped dining area around a table supported by the mast compression post; an enclosed head compartment complete with a solid teak plywood door; small galley; and a big aft berth behind the companionway ladder, under the cockpit.

In our opinion, Catalina does a workmanlike job of decorating interiors on a tight budget, and the C- 250 is no exception. We liked the minimal use of teak—just enough to keep the cabin from looking like the proverbial bathtub. We also liked the hull lining from berth-top to sheer clamp, a molded white plastic “ceiling” meant to look like painted wood strips, but much easier to maintain. A teak trim strip, meant to look like a sheer clamp, helps to break up the allwhite plastic upper half of the cabin.

Unfortunately, cabin headroom is only 4′ 6″, both at the galley and in the head. That’s considerably less than the C-250’s arch competitor, the water-ballasted Hunter 26.

Catalina claims the main hatch on the C-250 is a “pop-top,” but in our opinion, this hatch is not a “pop-top” in the usual sense. We think that, by definition, a true pop-top hatch can be moved upward by rods at all four corners, resulting in a raised roof which is horizontal, or nearly so. Such a pop-top does not materially affect visibility from the helm if canvas side-curtains are not erected, nor does it usually interfere with operation of the mainsail or boom, and therefore in most situations may be used underway. In contrast, the Catalina hatch is hinged at its forward end, and when the aft end is raised, slightly improving headroom aft, forward visibility is reduced too much to safely attempt navigation.

Ventilation is adequate except for the hottest days. The forward hatch is solid fiberglass (no translucent top), and measures 18-1/2″ x 20″. When closed, it is sealed by a polyurethane foam weather strip— probably effective, but not elegant. The sliding main hatch, a slab of 3/8″ smoked acrylic, is big—38″ x 33″. It slides into the hinged, so-called pop-top.

The fixed portlight in the head has a 4″ x 10″ opening-port insert, which adds only minimal ventilation. An overhead hatch, cowl or Dorade vent would be better.

Light, like ventilation, is adequate for most conditions. During the day, there is plenty of natural light even without a translucent forward hatch. At night, a battery, recharged by the alternator presumed to come with whatever outboard engine the owner decides to buy, supplies the lighting system. Besides a complete set of running lights, steaming light, and anchor light, the battery powers four 5″ dome lights and two small spots over the dining table. It’s enough light for eating, but if you like to read in bed, you’ll need to add lighting.

We liked the cloth upholstery on the settees and forward V-berth—a blue suede-like material. Oddly, the aft berth cushion on our test boat was different, a light colored contemporary cotton print. The 3″ cushions were comfortable, but a heavy person might disagree.

The V-berth measures 75″ long, 68″ across the wide end, and 10″ across the narrow (bow) end—enough space for a very friendly medium-sized couple. The big berth aft has more horizontal space for two, being 76″ front-to-back, 72″ across the forward end and 56″ across the end nearest the transom. For most of its width, however, the overhead is only 17″ above the cushion top.

In early models, the dining table could be lowered to form an extension to the forward sleeping area, transforming it into a “giant berth.” Though it seem to us like a sound idea, this arrangement has been discontinued.

The removable cabin table is 37″ x 34″, with rounded corners to prevent hip and thigh bruises. It is 3/4″ thick, with a durable melamine surface, and is well braced by the 2-1/4″ anodized aluminum compression post, as well as by a pair of folding legs.

When the forward “giant berth” extension was discontinued, a permanently fixed small cocktail table, 14″ x 25″ with a teak veneer surface, was added under the removable table. It’s occasionally handy when the big table is not in place, but is too small and low for most purposes.

The galley is small, meant for weekending. Consequently, equipment is minimal: The stove is a single burner Princess gas model, fed through a hose from a butane canister (ABYC allows just one 8-oz. canister below deck at a time).

There are a few cabinet doors and drawers, but nothing like most sailors would want on a long cruise. Aft of the sink and stove is a space under the galley counter for a large (48-quart) portable Coleman ice chest, suitable for no more than short cruises. And the water tank under the sink contains a minuscule 5 gallons.

Neither the galley sink nor the head sink uses a through-hull on the drain. Yes, we realize the throughhull fittings (white plastic stubs) are located approximately 7″ above the waterline when the boat is floating level. And yes, we know how expensive seacocks are. We still think they should be fitted to avoid seawater backing up when the boat is heeled. Plus, plastic tends to degrade in UV.

The 5-gallon plastic water jug under the galley sink is very difficult to remove for filling or cleaning, due to the maze of hoses and other paraphernalia. Consequently, it’s best filled in situ with a garden hose, which we judge to be somewhat of a nuisance.

The 12-volt battery, according to the owner’s manual, is a 90-amp-hour, marine-grade, deep-cycle model. We found it next to impossible to check due to its awkward position in line with the keel and far aft, behind a hatch in the bulkhead at the aft end of the under-cockpit berth. It sits inside a plastic case in a molded fiberglass tray, strapped in place with only a few inches of space between it and the deck. There is not enough space to add a second battery without destroying the built-in tray and relocating it.

The head compartment contains a portable toilet (a nuisance compared to a permanent head, in our opinion), a tiny sink with cabinet under, and a small hanging locker, handy for stowing wet foul weather gear.

The owner of our test boat, who likes shallow-water cruising, was attracted not by the mobility of a trailerable boat, but instead by its very shoal (20″) draft. He purchased his C-250 without a trailer, so we didn’t get to check out either the trailer or the ease of rigging, launching, retrieving, and unrigging.

For the record, a properly equipped trailer costs about $2,500 to $2,700, including galvanizing, surge brakes, winch, trailer ladder, and car-sized wheels. Brand name and features depend to some extent on which dealer you use.

In any case, the relatively easy trailerability of the C-250 cannot be denied. The boat, empty and dry, with the spars tied down on deck, weighs 2,400 pounds. Add to that the weight of a trailer (about 1,300 pounds), outboard motor and fuel, water ballast not drained, personal gear and supplies, etc., and you have, probably, another 2,000 pounds, bringing the total to about 4,400 pounds at the towbar. That weight puts the C-250 in the capacity range of a large cars, sports-utility vehicles, and vans, including, for example, the Buick Roadmaster wagon, Chevy Caprice,

Ford Crown Victoria, Olds Custom Cruiser, Ford Aerostar, and Mazda MPV, when properly equipped with a trailer-towing package.

However, one of the biggest strains on a tow vehicle is when it’s pulling a boat and trailer up a steep ramp during haul-out. Unfortunately, with a gravity-drain of the water ballast, such as on the C- 250, not all of the 144 gallons will have been drained on the ramp, since it takes 7 minutes to empty the tank with the boat level and on dry land—more time when the boat starts out at an angle and the tank outlet is still submerged. On crowded launching ramps with strict time limits or too many impatient boaters waiting in line, owners may have to pull the boat out with virtually all 1,200 pounds of ballast water still aboard. In that case, the tow vehicle would be pulling—up hill, possibly on wet, slick pavement— a load of not 4,400, but 5,600 pounds. Few of the vehicles mentioned above are rated to do that. So, before buying, give careful consideration to your intended tow vehicle. These considerations are not just peculiar to the Catalina 250.

The C-250 is a purpose-built boat, adequate for daysailing or overnighting. It comes with a passel of standard features, not the least of which is a 5-year hull structure and gelcoat blister warranty. (Early hulls did have some serious hull problems, including a leak that influenced Catalina’s decision to completely redesign the water ballast tank mold. But Catalina tells us the early hulls have all been retrofitted or are in the process of being corrected.)

Also included as standard are sails, mast carrier, pivoting mast step, boom vang, jiffy reefing gear (except for one key block), a three-step swim ladder hinged on the transom, pulpit, lifelines and stanchions, trailer bow eye, and other extras.

Catalina doesn’t publish an official list base price, and we couldn’t get an exact quote from the dealers we talked to, but by doing a few calculations, we estimated that the base price FOB factory (Woodland Hills, California) when we tested the boat in 1996 was about $15,800. If you’re on the East Coast, freight could add close to $2,000. Then there’s commissioning,which may be a nominal $100 to $200, or may escalate for bottom painting, electronics installation, and so on.

Fully equipped with trailer, engine, optional canvas, full electronics, and other goodies, we could expect to pay close to $25,000. This seems fair to us, even when compared to $12,000 for the MacGregor complete with trailer. The Catalina is just more boat. However, the sailaway prices we saw from two different dealers on the East Coast included an extra $2,500 for freight from California, and a whopping $1,500 for “commissioning, including bottom paint.” At that rate, we’d be tempted to buy a trailer and do the commissioning and painting ourselves—if not to pick up the boat at the factory and save the freight as well.

RELATED ARTICLES MORE FROM AUTHOR

Marshall Sanderling 18: Used Boat Review

It would be nice to see an update next time around on the C250 Wing Keel version. Based on what I read in the article, it seems like a completely different boat. My 2004 came from the factory with a Yanmar 1GM and a SD 20 sail drive, 53 Liter diesel tank, large water tank storage under the V berth (where the batteries are mounted as well) etc. A comparison between the sailing characteristics of the water ballast versus the wing keel would be interesting. Thanks – enjoying the magazine BTW.

Same here.. Geez… the possible improvements in the 2004 model would be unavailable to a reader. They are left with an unfavourable impression based on the earlier waterbalast configuration.. Perhaps there is much validity attached to this review..Sail cut, anchor locker size, placement , and capacity of winches, size of berth, running rigging controls are critical but ..perhaps some improvements in the later models, Full keel as well, may salvage some of the reputation Catalina has worked so hard to achieve as the Model evolved..I enjoy our trailerable wing keel model 2004 up here on the Great Lakes and appears to have many improvements over the earlier waterbalast 250.. Appreciate your magazine.. Alan Carlisle

I read through your report on the 1996 Catalina 250 and was very disappointed to hear how poor you rated the boat. I have owned a 1994 MacGregor 26S and seemed somewhat satisfied but was told by many sources that the Catalina 250 was a better boat. This was probably a subjective evaluation but now I am second guessing whether I should purchase a Catalina. For the money, is the Catalina 250 better value then the MAC 26s.

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Catalina 250

• By Bill Lee
• Updated: October 28, 2001

The Catalina 250 is a flooding-water-ballast trailerable boat. There is no fixed ballast, and for tracking the boat relies on an unweighted centerboard. Righting moment comes from a flooding system that permits the double bottom of the boat to be filled with seawater, which is emptied when it comes time to leave the water and winch the vessel back onto the trailer again. There is no provision for pumping the water to the high side as is common aboard the BOC boats. There is no fixed ballast on the bottom of a fixed keel so the boat should never be sailed without the water ballast in place. When our Boat Of The Year judging team stepped aboard the 250, we found what we considered a large cockpit equipped with an outboard rudder and an outboard motor. The rig is of a masthead configuration with slides and conventional reefing on the mainsail and roller furling on the jib. The mast is stepped on deck and supported by wire rigging over single spreaders. There are no runners or movable stays to contend with. The deck-stepped rig is fairly light, both for ease of stepping and because the boat does not load the rig aggressively. It was breezy on our test sail and we reefed the mainsail. There was a minor inversion in the mast caused by mainsail leech tension in the reefed position. Sailing performance, either in speed or control, was not particularly refined. There was continuous strong weather helm that increased in any gusty puffs. In addition, the boat had a tendency to oversteer when tacking or jibing. And finally, movement on deck fore and aft was compromised by the boat’s narrow beam, narrow lifeline base and tender behavior under way. Going below, the ladder is set up at a good angle, though it could use some support on each side to keep one’s feet from sliding off when heeled. The interior is quite versatile for a boat this size, especially when the companionway pop top is deployed for full standing headroom below. Forward there is a small V-berth suitable for kids or stowage. Under the mast there is a circular settee facing aft with a table that converts also to a cockpit table when mounted in brackets topside. The V-berth can be made large enough for adults by removing the forward divider of the settee. This still leaves room for a couple of small kids on the balance of the settee seats. There is an enclosed head to port with a Porta Potti and a minimum galley to starboard. The icebox is in fact a removable cooler, making that picnic on the beach all the more convenient. There is also a huge double berth aft that suffers only from relatively low headroom. General workmanship is below that of the fixed-keel Catalina boats.

The waters of the Pacific Ocean are cold and my wife and I do much of our Laser sailing on inland lakes, often combining day sails with a camping trip. In lieu of using a travel trailer on wheels or a slide-in truck camper for a camping vehicle, I can see how many sailor/campers might choose a Catalina 250. At the very least, when one tires of the Laser one can sail around the lake in comfort with family, friends and hors d’oeuvres. And of course a night afloat can certainly be more enjoyable than a night blocked up on rubber tires or in a tent. Given the cost of even a non-motorized RV these days, the Catalina 250 is certainly priced competitively.

The geometry required to make a trailerable flooding ballast boat function is such that they are a little awkward in appearance. This is accentuated by the high freeboard and narrow beam required to meet highway trailering limits. Unfortunately we did not get an opportunity to test the Catalina 250 systematically against other flooding-water-ballast or swing keel trailerable boats in 1995. Such boats almost always score poorly relative to their fixed keel counterparts in both sailing performance and power to carry sail. Apart from issues of portability and low cost, the more conventional fixed-keel boats manufactured by Catalina are superior to this boat in most respects. Certainly if one is on a limited budget but wants a refined, good sailing, capable boat, one should consider a previously owned Catalina fixed-keel vessel. Indeed the best and most distinctive points of the Catalina 250 include ease of trailering, a large cockpit and large internal volume. If one’s uses are limited to protected waters, and ease of trailering with a medium-size vehicle is high on the agenda, then this boat scores admirably.

Catalina 250 Specifications:

LOA: 25’0″ (7.62 m.) LWL: 21’3″ (6.48 m.) Beam: 8’6″ (2.59 m.) Draft (bd up): 1’8″ (0.51 m.) Draft (bd dn): 5’9″ (1.75 m.) Ballast: Water, 1,200 lbs. (544 kgs.) Disp: (dry) 2,400 lbs. (1,090 kgs.) Sail area: 271 sq.ft. (25.18 sq.m.) Mast above water: 33’3″ (10.2 m.) Fuel tankage: Portable 6 gal. (23 l.) Water tankage: 5 gal. (19 l.) Auxiliary: dealer-equipped outboard Designer: Catalina Yachts design team Base price: $15,900 (FOB Calif.)

Catalina Yachts Inc. 21200 Victory Blvd. Woodland Hills, CA 91367 Phone (818) 884-7700

• More: 2001 - 2010 , 21 - 30 ft , catalina , Coastal Cruising , day sailing , keelboat , monohull , Sailboat Reviews , Sailboats
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250 voyager 

The 250 Voyager can be powered with single or twin outboards and comes standard with a fold-away bench seat and fishbox/storage locker. It's a strong and stable seaworthy hull design combined with the safe, comfortable center cabin delivers uncompromised performance and weather protection.

• Offers Full protection from the elements
• Custom staninless steel hand rails throughout the whole boat add additional safety and security

SPECIFICATIONS

• 25'-8" (7.8m) LENGTH
• 14" (0.36m) DRAFT (BOAT ONLY)
• 8'-6" (2.6m) BEAM
• 3650 lbs (909 kg) WEIGHT (DRY, NO ENGINE)
• 0000 lbs (000 kg) WEIGHT CAPACITY
• 8 PERSON CAPACITY
• 120 gal (454 L) FUEL CAPACITY
• 225 MINIMUM HP
• 350 MAXIMUM HP
• Constructed By Advanced Vacuum Infusion Technology
• All Composite WOOD FREE Construction
• Closed Cell Foam Flotation (UNSINKABLE)
• Glass Re-inforced High Density Cored Transom
• Solid Glass Uni-Directional Fiber Hull
• 10 Year Structural Warranty
• Self Bailing Nonskid Deck
• Variable Deadrise Warped Vee Hull
• (4) 10" s/s Cleats
• (4) Flush Mounted Rod Holders
• Bow Seating w/ Fish Boxes/Storage
• Self-Bailing Cockpit
• Bow and Stern Eyes
• Bow Bit and Chock
• Sun Lounge w/ Storage Lockers
• Bow Anchor/Storage Locker
• Heavy Duty Rub Rail
• Pilothouse w/ Lockable Sliding Doors
• Locking Bi-Fold Cuddy Door 
• s/s Grab Rails
• Side Port Windows
• Ventilation Hatch
• Electronics Mounting Area
• Hydraulic Steering w/ s/s Wheel
• Flush Mounted Compass
• Flush Mounted Horn w/ s/s Grill
• Windshield Wiper Package
• 50" Upholstered Leaning Bolster w/ (2) Folding Foot Rests and Back Rest w/ Storage
• Upholstered Forward Console Seat
• Upholstered Transom Folding Bench
• Forward Sun Lounge
• LED Navigation Lights
• Waterproof Switch Panel
• Auto/Manual Bilge Pump
• 12v Power Outlet
• Dual Battery Wiring and Switch
• LED Interior Dome Light
• Full-Width Swim Platform w/ Telescoping Ladder
• Full-Width Transom w/ Fishbox/Storage Locker w/ Overboard Drain
• (8) Under Gunwale Rod Storage
• Trim Tabs w/ LED Indicator
• Livewell Upgrade
• (4) Plano Tackle Box Drawers
• Stainless Bow Dodger
• High Pattern Wrap Around Bow Rail
• Split Bow Rail Kit
• Side Rails Kit
• 10" Pop Up Cleat Upgrade
• Gunwale Bolster Kit
• Bow Platform Cushion
• Rod Storage Extension for Step Down Area
• Raw Water Washdown
• Porta Potti
• Electric Flushing Head w/ Holding Tank
• Bunk Cushion Set w/ Removable Insert
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Average Cost of Buying & Owning a Sailboat (2022)

Here are the 2022 data for our research on the average cost of buying and owning a sailboat.

Examples of Popular Sailboats, and How Much They Cost

What Does it Cost to Buy a Sailboat?

The average price of a new sailboat per foot in USD:

• under 30 ft: $2,400 per ft
• 30 - 50 ft: $5,700 - $8,500 per ft
• over 50 ft: $11,900 - $65,400 per ft

On average, second-hand sailboats go at 1/3 - 1/4 of the cost of a new boat:

• under 30 ft: $815 per ft
• 30 - 50 ft: $3,020 per ft
• over 50 ft: $5,100 - $17,000 per ft

Price of new sailboats

I've looked at the prices of thousands of yachts (really) on one of the largest yacht marketplaces in the world (- not manually, don't worry: with the help of their search function). This is what I came up with:

Source: Yachtworld Q2 2022

The price of new sailboats ranges from roughly $1,412 - $65,433 per foot. I've used these numbers to calculate the following list:

Prices per foot in USD

Here's the detailed price per foot for all lengths from 20 to 100 feet:

Price of used sailboats

We did the same for used catamarans, comparing thousands of listings. Here are the complete data:

The price of used sailboats ranges from roughly $471-$17,044 per foot.

Prices on Craigslist

To get an average of the price of a used sailboat, I went over to Craigslist. I took the first 10 relevant search results for sailboats under, and over 30 feet.

Of course, the averages here are very speculative, as prices vary from day to day. But it gives a broad range of what to expect.

Over 50 feet, listings become meagre. I believe people tend to not place their 80-ft sailboats on Craigslist, but sell it through a broker instead.

Median Craigslist price of a used sailboat:

• under 30 ft: $7,900
• over 30 ft: $96,900

Average Craigslist price-per-foot of a used sailboat:

• under 30 ft: $354 per ft
• over 30 ft: $1,845 per ft

This is what I found on Craigslist under 30 feet:

Washington dc.

Source: Craigslist Washington DC Q2 2022

Los Angeles

Source: Craigslist Los Angeles Q2 2022

Source: Craigslist Houston Q2 2022

South Florida

Source: Craigslist Miami Q2 2022

Source: Craigslist New York Q2 2022

Here's what I found for 30 feet and up:

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Used Yachts For Sale From 131 To 160 Feet

Listed below are used yachts for sale worldwide from 131 to 160 feet. Use the search tools to narrow your exploration. SYS Yacht Sales offers a wide range of luxury used yachts for sale, including mega yachts, long range cruisers, expedition yachts, motor yachts, pilothouse yachts, sailing yachts and everything in between. Search world-renowned manufacturers like Westport, Hargrave, Trinity, Ferretti, Horizon, Feadship, Benetti and much more. Need assistance? Contact our experienced yacht brokers. We look forward to helping you find the yacht that's right for you.

Majesty 160

Order to build.

Trinity Yachts Six Stateroom

No bad ideas.

Rossinavi Custom Motor Yacht

Oceanco Oceanco 50m

CRN AZUL V - 50 Metres

Custom RADEŽ d.d. Schooner

Trinity Yachts Semi-Displacement

ISA Isa 470

Blount Custom Tri-Deck

Magic spirit.

Tecnomar EVO 155

Feadship Motor Yacht

CMB Yachts 155

Heesen Semi-displacement

Admiral ATOS 47

Ada Yacht Modern classic schooner

Custom Project Artemis

Project artemis.

Mengi Yay 47m

Serenissima i.

Feadship Custom

Cantieri di Pisa Motor Yacht

North American Tri-Deck Motor Yacht

Custom MY Bellezza

Perini Navi 46m

Burger NADAN

Cheoy Lee Marco Polo

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Better Sailing

Best Sailboats Under 25 Feet

Love fishing, going out on open water, and love the gentle rocking of waves? Then, now is the time to think of investing in a sailboat. Sailboats are silent, eco-friendly, and a great mode of transportation for water lovers. In addition, you can choose smaller boats for family sailing excursions. 

Why Get a Sailboat Under 25 Feet?

Owning a sailboat can be amazing for those who like an adventure. Having a small sailboat for some weekend fun can be a big achievement for people who like boats, water, and adventurous outings. These sailboats are a great way to have fun on the water, but they can also often accommodate a couple or a small family for a weekend. Here are some reasons why owning a sailboat is not a bad idea:

• Eco-friendly : Sailboats use wind energy to sail on water. This makes these boats eco-friendly because it is safer for the environment. This keeps the water clean and the marine life safe from any pollutants. The sailboats are also less noisy. 
• Power : Modern sailboats are quite different from the older versions. These days, boats have engineer power included. Yes, most of the navigation is done manually using the sails. Still, the engine gives a certain boost to the performance. This makes sailing an easier task and also provides more enjoyment for people on board.
• Right-of-Way : When it comes to sailboats, they do not stop easily. That means they are required to have the right-of-way while on the water. You can easily pass through the water because nobody expects the sailboat to stop.
• Affordable:  Most sailboats in the 25-and-under feet category are affordable and much cheaper to have fun with than pretty much any other weekend vehicle. You do not have to worry about fuel expenses or anything like that and 
• Travel : A small sailboat under 25 feet can be a great way to go through the water for those who like to travel. Those who love sailing the water’s calmness and want to drift through less traffic should invest in a beautiful sailboat. Also, you can take your family with you without having to pay for separate tickets. 
• Variety : Lastly, you can choose from a large variety of boats. There are hundreds of types to pick from based on their size, features, and ability to sail in various water bodies. This gives you a choice based on your budget, making it a convenient mode of transportation without spending too much. 

Here Are The 5 Best Sailboats Under 25 Feet:

Catalina 22 sport.

Catalina 22 is a very popular choice for smaller sailboats that can be trailered easily. The Catalina 22 sport is the updated version that has some added features. This sailboat is perfect for the weekend sailing excursion. 

• Retractable keel made of lead
• Roller furling jib
• The fractional rig has the mainsail
• The large cabin that can sleep four people
• Engine, cloth cushions, and swim ladders are optional

>>Also Read:  Best Sailboats Under 100k

Montgomery 17

This is another smaller pocket sailboat. This sailboat can be trailered easily when required. It is a bit stout in looks, and the entire body is made of fiberglass. 

• The deck-stepped mast can be used with a 4-part tackle
• The boat is about 2 feet in depth
• Comes in 15 and 23-foot models
• Bunk beds in the cabin
• Has a portable toilet
• The boat has a lot of storage space
• DC power is optional

>>Also Read:  Best Small Sailboats To Sail Around The World

This is one of the best family vacation sailboats in a smaller size. It has an open transom cockpit, which is quite large and comfortable. This is a perfect two-person sailboat:

• Hull and deck have laminated fiberglass
• The centerboard can be lifted through hydraulics
• The deck is molded as nonskid
• Has a cuddy cabin with a bunk bed 
• Portable toilet screened ports and an optional electrical system 

>>Also Read: Best Small Sailboats Under 20 Feet

Norseboat 17.5

This is Canadian-made and is fit for both sailing and rowing. This is a comparatively recent addition to the sailboat market. It has an open cockpit that is enough for a two-man team.

• The rig has a curved raff type
• Two rowing stations
• Carbon fiber mast
• Fiberglass hull with ply interiors 
• 9-foot oars as well

>>Also Read: Best Small and Trailerable Sailboats

Small Sailboat Buying Guide

Finding the right sailboat is not child’s play. These are not some simple appliances for the kitchen. Sailboats are large vehicles with many components and specifications. That is why you should pay attention to the overall features and details regarding the sailboat before. Choosing the right sailboat is about the size and the power, navigation controls, space, deck, and durability. Here are a few things that should be paid attention to when picking a sailboat for traveling:

• Used or new : The first question you need to ask is whether to choose a new boat or a used one. New sailboats are expensive and are going to cost more than buying a used one. Also, the new ones will depreciate quickly as compared to the older boats. With new boats, you can take them to the water almost immediately. But with old ones, you will probably have to hire someone to make repairs and maybe upgrades. This will cost you some extra money too. It is always wiser to check the engine; the hull and deck should be dry and intact. Also, you should hire an experienced electrician to get the electric system upgraded. I am always a big believer in used sailboats, but you need to shop around for a good deal.
• Small or big : Another big question that needs to be answered is whether the boat should be small or big. You can easily find smaller-sized boats under 25 feet, but also lavish 40-foot sailboats. Yes, the bigger ones do look great and enticing. But the larger the boat, the larger the expenses on it. If you are new to sailboats, then buying a smaller one is the best option. It will be easier to learn. Another thing to keep in mind is that larger boats are not that safe and beginner-friendly. It requires a lot of practice to navigate a bigger boat.
• Ocean or lake : You should also consider where you will sail. Sailing on a calm lake is much different than sailing on an open ocean. Therefore, the boat choice should be decided based on that. You should ask whether you will sail inland or offshore. If you will sail on the ocean, then choose one sturdy and built for ocean sailing. Smaller sailboats work just fine if you plan to sail on a lake because they don’t need to be too bulky or fancy.
• Leisure or adventure : Some people are serious sailors who like to reach the bigger waves and have an adventure on rough ocean waters. Others like to go fishing with their family on a lake. Now, the choice of sailboat should be made, considering the purpose of the sailboat. You should also consider how many people will be on board before buying a boat. Users should pick a boat that will be comfortable for everyone, especially for longer vacations. 
• Cheap or expensive : Lastly, consider the cost of owning a sailboat. The sailboat cost is not just the buying price you need to pay. The cost of owning a sailboat will include all the upkeep, maintenance, and upgrading costs that the sailboat will incur over time. Always keep in mind the time you are planning to keep the sailboat. If the sailboat is for a shorter time, then investing too much is not smart. Also, you should be careful of the repair costs for older sailboats that need to be paid. 

Best Sailboats Under 25 Ft – Final Thoughts

Sailboats are a great way to have memorable vacations even when they are under 25 feet long. You can enjoy open waters, comfortable sailing, and some fun and quality family time on them. The best thing is that there are so many of them to choose from. Smaller sailboats are best for inland water sailing, weekend trips, and during holidays for a great fishing experience. Get ready to become a sailboat owner!

Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.

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Watch CBS News

Luxury yacht sinks off Sicily, leaving U.K. tech magnate Mike Lynch, 2 Americans among those missing

By Anna Matranga

Updated on: August 20, 2024 / 7:47 PM EDT / CBS News

Rome  — Six people, including two U.S. nationals, a British technology entrepreneur and one of his daughters, were still missing Tuesday after a large luxury sailing yacht sank off the coast of the southern Italian island of Sicily during a violent storm. The 184-foot Bayesian had been anchored about half a mile off the port of Porticello, near Palermo, with 22 people on board — 10 crew members and 12 passengers.

The vessel sank at about 5 a.m. local time (11 p.m. Eastern, Sunday) after being hit by a possible waterspout spawned by the storm. Italian media said the winds snapped the boat's single mast, unbalancing the vessel and causing it to capsize.

Fifteen of those on board managed to escape the yacht and were rescued by a Dutch-flagged vessel that was anchored in the immediate vicinity. They were brought ashore by Italian Coast Guard and firefighters.

One body — an unidentified male — was recovered, but six people remained missing, including British software magnate Mike Lynch, once described as Britain's Bill Gates. 

Lynch was acquitted in June of fraud charges in the U.S. that could have landed him with a decades-long prison sentence. In an unusual twist, Lynch's co-defendant in that fraud case, who was also acquitted, died Saturday after being hit by a car while out jogging in England.

Lynch's teenage daughter Hannah was also among those missing, along with Lynch's American lawyer Chris Morvillo, a former assistant district attorney in New York, and his wife Neda. British banker Jonathan Bloomer, chairman of Morgan Stanley International, was also still missing Tuesday.

Among the survivors was a 1-year-old British girl who was being treated at a nearby hospital along with her parents. They were doing well, according to Italian media.

"For two seconds I lost my child to the sea, then I immediately was able to grab her again in the fury of the waves," the girl's mother, identified only as Charlotte, was quoted as saying by Italy's ANSA news agency. "I held on to her tightly in the stormy sea. Many were screaming. Luckily the life raft opened up and 11 of us managed to get aboard."

"It was terrible," she told ANSA. "In just a few minutes the boat was hit by a very strong wind, and sunk soon thereafter."

Karsten Borner, the captain of the Dutch vessel that came to the rescue, told ANSA he had been anchored near the Bayesian.

"When the storm was over we noticed that the ship behind us was gone, and then we saw a red flare, so my first mate and I went to the position and we found this life raft drifting, and in the life raft was also a little baby and the wife of the owner."

Recovery efforts were back underway Tuesday, with speedboats, helicopters and divers continuing to search for the missing — as well as for answers, as to how a state-of-the-art superyacht could disappear in a flash. 

According to Italian media, Fire Brigade divers reached the boat and saw bodies trapped inside some of the cabins, but they had been unable to recover any of the victims from inside the vessel by Tuesday, due to obstructions. The Bayesian appeared to have sunk in an area with a depth of about 160 feet.

Witnesses said the boat sank quickly. 

"I was at home when the tornado hit," fisherman Pietro Asciutto told a local news outlet. "I immediately closed all the windows. Then I saw the boat, it had only one mast, it was very large. I suddenly saw it sink... The boat was still floating, then suddenly it disappeared. I saw it sink with my own eyes."

The director-general of Sicily's civil protection agency, Salvatore Cocina, confirmed to CBS News partner BBC News  that three of the six people still missing Monday were British tech entrepreneur Mike Lynch, whose company Autonomy Corporation PLC was acquired in 2011 by HP ; one of his daughters, Hannah Lynch, who is believed to be 18; and the boat's chef, Ricardo Thomas.

CBS News has seen corporate documentation showing a company called Revtom, solely owned by Lynch's wife Angela Bacares, who was among those rescued from the accident, as the owner of the yacht that capsized off Sicily. 

While the yacht was a privately owned pleasure boat, the waters around the island have claimed many lives over the last decade.

Dozens of migrants have died attempting to reach Sicily and smaller Italian islands in the region. Sicily sits only about 100 miles from the east coast of Tunisia in north Africa, and the Mediterranean crossing has been a frequent site of both nautical rescues and disasters as smugglers routinely send small boats overloaded with desperate people into the sea.

CBS News' Chris Livesay in Rome and Joanne Stocker in London contributed to this report.

Joanne Stocker and Alex Sundby contributed to this report.

• Boat Accident

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Beam:  8 .'    Draft:  1.8-6'     Beam:  9'    Draft:  5'     Beam:  8.9'    Draft:  26'     Beam:  7.82'    Draft:  1.25'     Beam:  7.82'    Draft:  6.33'     Beam:  7.83'    Draft:  5.50'     Beam:  8.5'    Draft:  4.5'     Beam:  8.08'    Draft:  5'     Beam:  9.5'    Draft:  4'     Draft:  3.3'     Beam:  8.50'    Draft:  4.42'     Beam:  8.5'    Draft:  3.5'     Beam:  8.5'    Draft:  4.42'     Draft:  3.5'     Beam:  7'    Draft:  5.6'     Beam:  9'    Draft:  5'     Beam:  8.5'    Draft:  4.33'     Draft:  3.9'     Beam:  9'    Draft:  4.5'     Beam:  8.42'    Draft:  3.5'     Beam:  9.08'    Draft:  4.5'     Beam:  8'    Draft:  4.5'     Beam:  9'    Draft:  4'5'     Beam:  7.92''    Draft:  5.67''     Draft:  4.2'     Draft:  4'5'     Beam:  7.5'    Draft:  4'     Beam:  8'    Draft:  3.5'     Beam:  9.2'    Draft:  4.11'     Beam:  9.3'    Draft:  4.9'     Beam:  9.1'    Draft:  4.6'     Beam:  9'    Draft:  4'     Draft:  4.5'     Beam:  7.5'    Draft:  4'     Beam:  9'    Draft:  3.4'     Beam:  15'    Draft:  4'     Beam:  9'3'    Draft:  4'11'     Beam:  10'    Draft:  2.6'     Beam:  9'    Draft:  4.5''     Beam:  9'    Draft:  3.6'     Beam:  10.4'    Draft:  33'     Beam:  8.6'    Draft:  4.6'     Beam:  9'    Draft:  4.6'     Beam:  8.18'    Draft:  5.75'     Beam:  9.8'    Draft:  5.3'     Draft:  4'     Beam:  8.89'    Draft:  4.25'     Beam:  7.9'    Draft:  5.9'     Beam:  9.5'    Draft:  7'     Beam:  8'    Draft:  2.83'     Beam:  8'    Draft:  4'     Beam:  20'    Draft:  1'     Beam:  9'    Draft:  4.8' © 2001-2024 ./)   . . ./)   . . BREAKING: Divers recover two bodies from sunken superyacht off Sicilian coast, source tells NBC News Family clings to hope of air pocket in sunken superyacht as debris hampers search PORTICELLO, Sicily — Divers searching for six missing people from a superyacht which sank off the coast of Sicily told NBC News Wednesday that debris inside the vessel, as well as its depth, were making their job difficult.   As hopes of finding anyone alive dwindled, the divers said that they had managed to force open one of the Bayesian’s access doors but access to the cabins where people could be trapped was being hampered by detritus.  The divers, who were not authorized to speak publicly, added that the depth of the wreck meant they were left with only 10 minutes to search the 184-foot yacht once they reached it. Then they had to return to the surface, they said.  On Wednesday, the dock where they set off from was swarming with vehicles, boats and rescuers. Nearby tourists, reporters and photographers have gathered, eager for news. Helicopters occasionally fly over the area.   British tech tycoon Mike Lynch and five of the 22 other people who were aboard the yacht remain unaccounted for and are believed to be trapped in the Bayesian’s hull, nearly 170 feet underwater. Lynch's 18-year-old daughter, Hannah, Morgan Stanley International Chairman Jonathan Bloomer and his wife Judy; and Clifford Chance lawyer Chris Morvillo and his wife Neda, are also missing.  Officials confirmed Monday that at least one person, the ship’s cook, had died.  Rescuers said Tuesday that there might be people trapped inside the cabins, especially considering the timing of the storm, but that they had so far been unable to check through the ship’s portholes. “The operations are long and complex,” Italy’s national fire department, whose diving teams have been participating in the search, said on X .  Italy's coast guard also said Tuesday that divers were also using a remotely-operated underwater vehicle to aid in the search. The Bayesian is owned by a firm linked to Lynch’s wife, Angela Bacares, who was one of the 15 people rescued Monday after it capsized near Sicily’s main city of Palermo in what Italian officials called a “violent storm.”  Built by Italian shipbuilder Perini Navi in 2008, the U.K.-registered Bayesian could carry 12 guests and a crew of up to 10, according to online specialist yacht sites. Its nearly 250-foot mast is the tallest aluminum sailing mast in the world, according to CharterWorld Luxury Yacht Charters.   Lynch, who was regularly described in U.K. media as “Britain’s Bill Gates,” was acquitted by a San Francisco jury of fraud charges stemming from the 2011 sale of his software company Autonomy to Hewlett-Packard for $11 billion. Prosecutors alleged that Lynch and Autonomy’s vice president for finance, Stephen Chamberlain, had padded the firm’s finances ahead of the sale. Lynch’s lawyers argued that HP was so eager to acquire Autonomy that it failed to adequately check the books . The Mediterranean sailing vacation was designed to be a celebration for Lynch, who brought Morvillo, one of his U.S. lawyers and Bloomer, who testified in his defense, on the trip. Bloomer’s twin brother, Jeremy, told the BBC on Tuesday the family was “coping the best we can” and he was hopeful there might still be air pockets inside the hull.  Chamberlain was not aboard the Bayesian. In what appears to be a tragic coincidence, a car struck and killed Chamberlain on Saturday as he was jogging in a village about 68 miles north of London, local police said. Claudio Lavanga and Claudia Rizzo reported from Porticello, Yuliya Talmazan from London.  Claudio Lavanga is Rome-based foreign correspondent for NBC News. Yuliya Talmazan is a reporter for NBC News Digital, based in London. Yachts for sale from 45-60m Yachts for sale from 150-200ft Save search. Log in or create an account to save your search. USD 59,990,000 Length: 60m (196.9ft) 12 guests in 6 cabins Built: 2009 (refitted 2017), Lurssen-Werft, Germany EUR 14,950,000† (EU VAT paid) Length: 58.2m (190.9ft) Built: 2005, Proteksan Turquoise, Turkey MESERRET II EUR 9,000,000 Length: 57.2m (187.7ft) 16 guests in 9 cabins Built: 1978 (refitted 2021), Cammenga Jachtbouw, The Netherlands EUR 29,500,000 Length: 56.4m (185.1ft) 11 guests in 5 cabins Built: 2014 (refitted 2019), Alloy Yachts, New Zealand EUR 39,950,000 Length: 55.8m (183ft) 10 guests in 5 cabins Built: 2021, Codecasa, Italy USD 27,500,000† Length: 55.5m (182.1ft) Built: 2005 (refitted 2021), Feadship, De Vries, The Netherlands PROJECT 515 Price on application Length: 54.9m (180.1ft) 14 guests in 6 cabins Built: 2026, Burger, United States Of America USD 9,950,000† Length: 52m (170.6ft) Built: 1988, Feadship, De Vries, The Netherlands USD 26,800,000† Length: 51.8m (170ft) 13 guests in 7 cabins Built: 2003, Feadship, Royal Van Lent, The Netherlands EUR 12,800,000 Length: 49.9m (163.7ft) 9 guests in 4 cabins Built: 2012 (refitted 2019), Overmarine, Italy You've viewed 10 of 14 Burgess at Cannes Yachting Festival AMADEUS for sale SURAMA is for sale Sold: Overmarine's 39.7m CRAZY Custom Line NAVETTA 33 is for sale Price reduction on 38m PERLE BLEUE As-new SODAN is now for sale QUEEN B SPORT is for sale Sign up to our newsletter, stay in the loop. Subscribe to our newsletter to keep updated with all things Burgess. What would you like emails about? Chartering a yacht Buying or selling a yacht General superyacht news In order to understand how we use and protect your personal information, please read our privacy policy . 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Was it a 'black swan event'? The Bayesian set off on a leisurely cruise around Italy's southern coast on a sunny day in late July. The luxurious super yacht − which boasted one of the largest masts in the world and carried a crew of business moguls, including British tech tycoon Mike Lynch and his family and a chair of Morgan Stanley − set sail from the Amalfi Coast, bound for Sicily. Less than a month later, the ship had sunk 160 feet under the water , leaving its cook dead and six of its passengers, including at least two Americans, missing and prompting a massive search that has drawn international attention. Now, experts are trying to piece together why in the early hours Monday the Bayesian was quickly pulled under the waves amid a storm that saw at least one tornado spin up over the water. A perfect storm led to Bayesian sinking, experts say The combination of unlikely factors that could have contributed to the ship's fate constituted a "black swan event," Matthew Schanck, chairman of the Maritime Search and Rescue Council, told USA TODAY. The Bayesian was well-built: A 2008 product of Italian ship maker Perini, it was constructed in accordance with international maritime standards and commercially certified by the U.K.'s Maritime and Coastguard Agency, according to Schanck. The bout of bad weather that swept the area when the ship went down was also out of the ordinary in the northern Mediterranean, "which isn't renowned for prolonged, significant stormy weather," he said. "The fact that those two elements have then resulted in the foundering of a super yacht is pretty extraordinary," Schanck said. "These things don't happen every day." After the ship sank just before 5 a.m. local time, 15 people, including a 1-year-old, were pulled from the water. Some were rescued from a life raft by the crew of a ship docked nearby. Ricardo Thomas, the ship's cook and a native of Antigua, was found dead, according to authorities. As of Tuesday, six people were missing, including Lynch and his 18-year-old daughter. Several missing passengers were involved in Lynch's trial on fraud charges, including Jonathan Bloomer, a Morgan Stanley chair who served as his character witness, and one of Lynch's attorneys. Lynch, accused of fraud after he sold his company to electronics giant Hewlett-Packard, was acquitted of all charges weeks ago. Who is Mike Lynch? UK entrepreneur among those missing after superyacht sinks off Sicily Tornado formed over unusually hot water Storms in the area that night may have whipped up a water spout, a tornado over the water , according to local meteorologists. It was likely triggered by the water's unusual warmth, said Rick Shema, a certified consulting meteorologist who served in the Navy. "The water spout was an uncommon occurrence," he said. "But again, these things happen, especially in warmer water." At 83.7 degrees, water in the area was more than 3 degrees hotter than average on the day the Bayesian sank, likely the result of climate change, Shema said. "Hurricanes can form at 80 degrees. This was almost four degrees higher than that," he said. The water spout may have spun up when cooler air dropped from mountainous places nearby onto the hot water, he said. "A water spout is a vortex, basically like a tornado, spinning real fast, sucking up water and moisture as the column rises," he said. Although water spouts only reach around 120 mph, as compared to tornadoes on land, which can reach up to 300 mph, "you don't need 200 mph to sink a ship," he said. "Even an average tornado, 120 miles an hour, that's a lot of wind," he said, "which would heel the boat over for sure." Water spouts spring up suddenly, Shema said. Before they strike, winds can be slow, but "once the water spout comes over, bam, it's on," he said. Before sunrise, the ship's crew may not have seen the water spout coming. "The visibility was probably a big factor," he said. With the windows of the yacht opened, as they likely were in the hot weather, the water spout could have triggered water that flooded through the portholes, Shema said, causing the ship to sink. Tragedy strikes: Scramble to find survivors after Bayesian yacht sinks off Sicily coast Search continues, but shift to recovery phase approaches Italian authorities said the Bayesian was probably at anchor when the storm struck, meaning it couldn't maneuver and ride the waves, according to Mitchell Stoller, a captain and maritime expert witness. Other ships in the area that turned on their engines rode out the storm, he said. "When you're at anchor and you see weather, you start your engine and you put the wind on the bow. You don't let it get on the side," he said. Schanck said another key question concerns the position of the keel, a heavy weight underneath the boat that acts as a counterbalance to keep it upright, when the ship sank. When lifted, "that's going to affect the stability of the vessel, because, obviously, you've now raised the center of gravity of that vessel," he said. The Bayesian was floating over 160 feet of water at the time, deep enough that the keel would likely be deployed. But the fact that "the vessel heeled over so heavily makes me question that," Schanck said. The cause of the disaster may not be known until the ship can be examined in more detail, experts say. Prosecutors in a nearby town have already opened an investigation. Schanck said investigators will have plenty to work with once the operation moves into a recovery phase. "The vessel is intact and in good condition on the seabed," he said. "There's a lot of eyewitness accounts from other vessels in the area and the shore." As the search entered its second day on Tuesday, the rescue effort may shift in that direction soon. "I suspect, later on, today or tomorrow, we'll probably see some mention of a recovery operation being stated," Schanck said. The decision to would depend on whether rescuers find signs of life in the ship and air pockets or survivable spaces, Schanck said. At this point, survivors on the water's surface looks unlikely. "My professional opinion is that the casualties will be located within the vessel," he said. "There is a risk versus benefit in all maritime search and rescue incidents," he said. "Where we start transitioning to a recovery phase, that line shifts." Contributing: Reuters Cybele Mayes-Osterman is a breaking news reporter for USA Today. Reach her on email at [email protected]. Follow her on X @CybeleMO. Advertisement Supported by A Waterspout Was Seen When a Luxury Yacht Sank. What Is It? Witnesses reported seeing the tornado-like phenomenon hit the Bayesian, a sailing yacht that sank off the coast of Sicily on Monday. Share full article By Eve Sampson What caused the sinking on Monday of a sailing yacht carrying the British billionaire Mike Lynch and 21 other people off the coast of Sicily is still unknown. But some attention has focused on observations by witnesses, who described seeing a small tornado-like column known as a waterspout forming over the water during an abrupt and violent storm as the vessel sank. Fifteen passengers on the 180-foot yacht, the Bayesian, escaped on a raft before being rescued by a neighboring cruise ship. The body of the ship’s cook was recovered on Monday and six people remain unaccounted for , including Mr. Lynch and his daughter Hannah, according to officials with Sicily’s civil protection agency. Prosecutors in the nearby city of Termini Imerese have opened an inquiry into the cause of the sinking. Here is what to know about waterspouts, a surprisingly common weather phenomenon that may have helped sink the luxury yacht. What are waterspouts? Waterspouts are columns of spinning air and moisture — similar to tornadoes over water, according to the National Weather Service . While some form in fair weather, and are aptly called fair weather waterspouts, another more dangerous variety called tornadic waterspouts develops downward from a thunderstorm. These tornadic waterspouts can either form as regular tornadoes over land and move out to sea, or form in a storm already over a large body of water, according to the National Oceanic and Atmospheric Association . Fair weather waterspouts are weak, often dissipate quickly and do not cause major damage, according to the agencies, but tornadic waterspouts are more often associated with high winds, dangerous and frequent lightning, and hail. The Italian authorities recorded strong winds and intense lightning activity at the time the yacht went down. How common are waterspouts? Experts say waterspouts may be more common than tornadoes, but because oceans are so vast, they are more difficult to track — and as difficult to predict. “The Mediterranean is possibly one of the places where waterspouts are most likely around the world due to the warm ocean surface and a climate that is very susceptible to thunderstorms throughout the summer and autumn,” according to a statement by Peter Inness, a meteorologist at the University of Reading in the United Kingdom. Mr. Inness pointed to a 2022 study by scientists from University of Barcelona , which found that waterspouts occurred more frequently over warmer sea surfaces. The North Atlantic ocean has been unusually hot for over a year, repeatedly reaching record highs for the time of year , according to data from the oceanic association. The International Centre for Waterspout Research on Monday said on X , the platform formerly known as Twitter, that it had confirmed 18 waterspouts near Italy in recent days, and several fishermen in the area of the accident told Italian media that they had witnessed a waterspout near the yacht. What may have happened? Karsten Börner, the captain of the nearby boat that rescued the 15 passengers, said in an interview that he saw the Bayesian about 490 feet away before the wind and lightning picked up. While it was difficult to see what happened amid the storm, “my theory was that she was capsized first and then went down over the stern,” he said. Towering over 237 feet tall, the Bayesian mast was one of the tallest aluminum masts in the world and it also had a special keel that could be raised or lowered, according to its manufacturer, Perini Navi. A keel is the downward-extending centerline underneath a boat that can help stabilize the vessel. “In this case, having a tall aluminum mast would not make it the safest port to be in case of a storm,” said Andrea Ratti, associate professor of nautical design and architecture technology the Politecnico di Milano. He added that “a lot of questions will remain until we have other elements at our disposal.” Elisabetta Povoledo contributed reporting. Eve Sampson is a reporter covering international news and a member of the 2024-25 Times Fellowship class, a program for journalists early in their careers. More about Eve Sampson Grand Rapids/Muskegon Saginaw/Bay City All Michigan Teen seriously injured when boat crashes into Lake Michigan pier Updated: Aug. 15, 2024, 8:09 p.m. | Published: Aug. 15, 2024, 7:42 a.m. Rescuers treat a boat passenger who was injured Wednesday, Aug. 14, when the boat crashed into the south pier on Lake Michigan near Holland, Ottawa County sheriff's deputies said. (Photo provided by Scott Bosgraaf) Scott Bosgraaf John Agar | [email protected] OTTAWA COUNTY, MI – A woman suffered serious injuries late Wednesday, Aug. 14, when the boat she was riding in struck the south pier on Lake Michigan near Holland State Park. The woman, 18, was thrown into the water and rocks on the channel side of the pier and was rescued by another boat passenger, Ottawa County sheriff’s deputies said. The teen suffered serious but non-life-threatening injuries. The crash happened around 10:15 p.m. A 69-year-old Holland man was operating a 26-foot boat when it crashed into the south pier about 75 yards east of the navigational beacon at the end of the pier, police said. The injured woman was thrown into the channel that leads to Lake Macatawa. She and two other woman, ages 19 and 22, all from Holland, were on the boat. Sheriff’s deputies and Park Township firefighters responded to a report of a boat crash with one person in the water. One of the passengers had already pulled the injured woman out of the water. She was taken by AMR Ambulance to Holland Hospital. The crash remains under investigation, police said. Stories by John Agar Man sentenced to prison after police find drugs, pistol during domestic assault South Westnedge closed for overnight house fire Woman killed in rollover crash on U.S. 31 Man dies in Kent County crash The Termigator: Florida man coming home to hunt West Michigan lake’s elusive alligator If you purchase a product or register for an account through a link on our site, we may receive compensation. 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