From Martinique to Grenada, the Windward Islands trace the border of the southern Caribbean Sea. They include four countries, dozens of islands—many of them uninhabited—steady trade winds, and hundreds of miles of navigable coastline. This tropical playground is an ideal sailing destination for seasoned sailors and first-time charterers alike. 

At the northern end of the Windwards is Martinique, the only French territory of the group. With its fine wine, boulangeries and chic Paris fashions, it’s the island where resisting indulgence is ­hardest. It’s also a major yachting destination with skilled technicians, though it’s often the most expensive. Colorful colonial architecture dots the coastline, and cafes and restaurants line the beaches. 

St. Lucia’s mountainous coastline beckons to the south of Martinique, with tourist destinations such as the Pitons bringing well-deserved fame. Diving and snorkeling can provide equally spectacular views underwater. There is no shortage of all-inclusive luxury resorts and romantic retreats, especially in the area around the Pitons.

St. Vincent and the Grenadines, by contrast, is where sailors get away from the crowds. The west coast of the St. Vincent mainland is ­rural, secluded and steep, making anchoring and mooring a challenge. Almost no yacht services are available, ­except at the Blue Lagoon Hotel and Marina at the southern end of the island. 

From there, sailors can leave the mainland behind and head south to the Grenadines for idyllic turquoise Caribbean water. Sandy, uninhabited islets speckle the horizon. The Tobago Cays are on par with the Pitons as far as cinematic vistas, and are the destination for charter yachts.

Grenada, the southernmost island in the Windwards (just outside the hurricane belt), has a charming, rural, mountainous interior flanked by palm-shaded white-sand beaches. With its abundant boatyards and marine services, Grenada is now a thriving yachting community that many sailors return to season after season.

A consistent 15- to 20-knot breeze, sunny skies and the fact that most islands are within a half day’s sail mean the options are so vast, where to go really depends on what you’re seeking. With that in mind, here are the best anchorages in the Windwards. 

Best for ­Provisioning and Shopping

Le Marin on Martinique is a place where boulangeries and affordable French imports (yes, cheese and wine) abound. Many sailors make the hop from St. Lucia to Martinique just to go shopping. 

Provisioning is made easy by services such as Appro-Zagaya and Appel à Tous, which offer provisioning, knowledgeable advice, and delivery to the dock. Appel à Tous also has an app to place an order and mark the boat’s location for delivery, whether it be on a dock, on a mooring or at anchor. If fashion is what you’re after, anchor in Fort-de-France and explore the boutique-lined streets. A short bus ride away you’ll find La Galleria and Genipa, shopping malls with chic clothing and jewelry.  

Best for Diving and Snorkeling

The Tobago Cays, part of St. Vincent and the Grenadines, has a shallow, fringing reef that forms a gentle arc between ­sandy islets, dividing the crystalline, turquoise water from the plummeting Atlantic Ocean. Channels of white sand cut through dense reef, where damselfish dart in and out of their coral homes. Inside the reef, the anchorage encompasses a marine protected area frequented by green and hawksbill turtles. Don a mask and fins, and watch the turtles munch on seagrass, or venture out with the dinghy to Horseshoe Reef and tie onto a snorkeling mooring. (Scuba enthusiasts must dive with a local dive shop.) 

Carriacou, which belongs to Grenada, has one of the Caribbean’s most spectacular dives. Sister Rocks is northwest of Tyrell Bay, with black corals, soft gorgonians and ­iridescent-blue sponge vases that spill down the steep, sloping reef. The top 30 feet of ocean is often teeming with schools of baitfish or purple creole wrasse dancing in rays of sunlight. The current sweeps divers around the base of the islands as seabirds nest in craggy cliffs above. Harmless nurse sharks nestle into rocky overhangs below. This is an advanced dive with currents that can be especially strong. 

St. George’s is the capital on Grenada, an island where 15 wreck-dive sites scatter the southern coast. They include the “Titanic of the Caribbean,” the Bianca C. This 600-foot cruise ship sank in 1961. Advanced divers can explore the intact swimming pool at 120 feet deep. For beginners, the Veronica L, in less than 50 feet of water, is a favorite. The site is shallow enough for light to illuminate the coral-encrusted open cargo hold and the intact crane, making for a striking scene. 

Best for Hiking 

Sainte-Anne is a village on Martinique, providing access to more than 100 miles of hiking trails that are mostly well-designed and -marked. Sailors can try everything from an eight-hour round-trip hike up to the summit of Mount Pelée (about 4,580 feet above sea level) to moderate trails that follow the coastline. A trailhead for the nearly 17-mile coastal Trace des Caps is in Anse Caritan, just south of Saint-Anne. The trail links a series of interesting areas to explore, including Etang des Salines, a mangrove lagoon with winding boardwalks, and Savane des Pétrifications, an arid, coastal-desert landscape reminiscent of the moon. 

Soufriere and the Pitons on St. Lucia have terrain that can be moderately to extremely challenging. Gros Piton, despite its name, is the easier of the two pitons to hike, though the second half of the hike consists of steep stairs dug into the hillside. Petit Piton is shorter in elevation, but the climb is significantly steeper, much of it relying on the use of ropes to pull yourself up the cliffside. For less of a challenge and more-rewarding views, trek up Tet Paul, which offers spectacular views of both pitons, the bay below and the coastline on the other side.

Bequia’s deeply ­ingrained ­seafaring heritage is a major draw to the ­island, while ­sailors make the hop to Martinique for ­superb provisioning. 

Grenada’s inland section is lush and mountainous, with trails that cut through ­tropical rainforest, along mountain ridges, and into verdant valleys of cocoa, spice and fruit plantations. There are also 18 waterfalls and a crater lake to explore. Sailors can join the Grenada Hash House Harriers, an informal hiking group that lays a different trail and meets every Saturday afternoon. Upwards of 100 sailors, expats, locals and students gather for a jovial romp through the bush, and there are almost always carpooling options to get to the trailhead. 

Best for Artisans and Handicrafts

Bequia, in St. Vincent and the Grenadines, has a deeply ingrained seafaring heritage that includes whaling. It also has a long history of artisans and handicrafts, which means sailors can find great examples of scrimshaw (intricate carvings on whale bone) and model-boat building. A single boat model can take weeks to produce. Generations of skill go into everything, from selecting and felling the tree and curing the wood to painting and varnishing it, and threading delicate rigging. Most craftspeople set up stalls along the waterfront town of Port Elizabeth, where sailors also can find brightly painted calabash bowls, woven hats and baskets, coconut ­sculptures, and jewelry made from seeds. 

Best for Nightlife

Most islands in the Windwards have annual festivals or carnivals that are worth checking out. Grenada Sailing Week at the end of January is a Caribbean Sailing Association-accredited regatta with prizes, parties and nightly live music. Serious competitors and casual cruisers alike come together for the friendly competition. The Bequia Easter Regatta in April draws an even larger crowd. Traditionally, there are events for yachts and local double-enders, and the island buzzes with newcomers and returning champions. For music lovers, the St. Lucia Jazz and Arts Festival in May is the place to be. Within the past 30 years, its genres have expanded to include reggae, pop and gospel. An array of international stars take the stage for more than a week of live performances that go on into the wee hours. 

Best for Foodies

Fort-de-France on Martinique is the place to sample foie gras, caviar and escargot. Martinique has the best of the Caribbean’s fine French dining, with contemporary wine pairings and sophisticated presentations. Casual bistros and boulangeries on every corner overflow with fresh pastries. Even the simplest of lunches—a baguette layered with brie and sausage—is of a quality not found on the other Windward Islands. 

Bequia, in St. Vincent and the Grenadines, has restaurants along the waterfront of Port Elizabeth. The Belmont Walkway divides the turquoise bay from bistro tables and barstools. In the Windwards, this is the widest variety of restaurants in one area, including many casual Caribbean Creole options. For a sweet treat, try Marianne’s homemade ice cream in the picturesque waterfront courtyard of the Gingerbread Hotel. 

Best for Solitude

The Windward Anchorage at Mayreau, in St. Vincent and the Grenadines, has coral heads that dot a small barrier reef off the Atlantic coast. A deep channel runs along the rocky shoreline and opens up into a sandy bay inside the reef. With only the Tobago Cays in the distance, the wind blows unencumbered across the glistening sea. A single restaurant ashore provides the only connection to the outside world, offering the convenience of not cooking if the anchorage gets too rolly. 

Sandy Island is part of Grenada. Not to be confused with Sandy Island in Carriacou, it lies just off Grenada’s northern coast. The island is surrounded by a shallow coral reef. Boats need a shallow draft and skippers need a sharp eye to make it through the narrow, 5-foot-deep channel into this secluded, one-boat anchorage. 

White Island at Carriacou, also part of Grenada, has ­windswept vegetation that spills from a rocky pinnacle overlooking the Atlantic Ocean, tapering to a small ­peninsula of fine white sand. Both this island and its neighbor, Saline Island, are uninhabited, but Saline can be popular and crowded. By contrast, sailors usually have White Island to themselves, perhaps because anchoring can be difficult on the edge of the deep channel between reefs.

Best in a Big Blow

Grenada’s Port Egmont has a deep bay on the Atlantic coast. It takes a dogleg as the ­coastline transitions from rocky scrubland to thick ­mangroves. The entrance to the outer bay is reef-strewn and can be tricky, especially in a swell, but inside, there’s a deep lagoon that provides shelter from the surge. Port Egmont is the best option when offshore hurricanes disrupt the regular trade winds, and the prevailing wind and surge swing to the west. 

Tyrell Bay at Carriacou is a long and winding ­mangrove lagoon that’s one of the best hurricane holes in the Caribbean, especially for shallow-draft vessels that can make it through the ­4-foot-deep bottleneck into the inner bay. A wide, dense perimeter of mangrove forest protects the inner lagoon from heavy winds and surge. The lagoon is part of the Sandy Island/Oyster Bed marine ­protected area, and is accessible only under threat of a named storm.

Le Marin at Martinique is a deep, sprawling bay where mangrove lagoons finger off into 10 to 20 feet of water, deep enough for most yachts to tuck in and ride out a storm. The innermost bay is further protected from the wind by hills on either side. Anchoring in the mangrove lagoons is permitted only under threat of a hurricane, and the lagoons tend to fill up fast, as Le Marin is the yachting capital of Martinique. 

Best for a Last-Minute Haulout

Grenada has three large boatyards and many skilled, affordable technicians. If you’re coming from the north, and if time and distance are a major factor, then Grenada’s sister island of Carriacou is a day’s sail closer and might be the better choice. Carriacou has two haulouts, both in the main anchorage of Tyrell Bay, where most yacht services are located. Though Carriacou’s selection of services isn’t as vast as Grenada’s, parts can often be brought up within a day or two.  

Martinique is an option in the northern end of the Windwards. Le Marin is the island’s center of yachting. Though there is only one yard, it is large and ­well-equipped. Parts and technicians are top-notch, with a price tag to match. The nation’s capital, Fort-de-France, also has a boatyard. It is geared more toward motoryachts, and it’s a good choice for engine or mechanical issues.  

In all of these destinations, the time of year will affect space and availability. At the beginning and end of hurricane season (May and November), many boatyards are booked up months in advance. Some make space for a quick haul and launch in an ­emergency.

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It’s not every year that the Boat of the Year judging panel has the opportunity to review cool little boats that totally accentuate the pure joy of sailing, and that get a bonus point if they offer simple but functional camper-cruising accommodations. For manufacturers, the all-too-frequent dearth of these boats is a result of Economics 101: Building boats is a tough business, it’s not always easy to make a buck, and the greater profits to be had make a strong case for building larger vessels. 

But at their very core, the BOTY judges are, first and foremost, sailors. So, when not one but a pair of nifty mulithulls received nominations for the 2024 awards, it was a happy occasion indeed. Better yet, once under sail on the Chesapeake, these crafty pocket entries proved to be as much fun to drive as they appeared on the dock. 

Winner: Xquisite 30 Sportcat

The South African brand Xquisite Yachts was familiar to the BOTY panelists; the builder’s fully found X5 range of highly sophisticated cruising cats have earned a pair of awards in the past: Most Innovative in 2017 and Best Cruising Catamaran in 2022. But Xquisite’s latest entry in the contest caught the judges by surprise. It’s a trailerable 30-footer with the most basic of accommodations that bears little resemblance to the other models in the Xquisite quiver. 

Tim Murphy summarized the thinking behind the design: “The Xquisite 30 Sportcat is a vinylester, foam-core-infused structure designed for training, racing and cruising with occasional overnights. The prototype we sailed was built in Poland; the actual production run will be in Portugal. The design was a senior project from noted multihull designer François Perus when he was finishing his mechanical engineering degree in Brest, France. The purpose for this boat is to have two or three available at the Xquisite Yachts base in Freeport, Bahamas. Builder and owner Tamas Hamor recognized that many buyers of the Xquisite X5 or X5 Plus [sophisticated 50-foot cruising cats] might not come with much prior sailing experience. The SportCat would give them direct, sporty feedback of pure sailing in Bahamian waters while they learn to operate their larger cruising cats.”

Judge Mark Pillsbury added: “This was a really fun boat to sail once you got the hang of handling its long tiller extension and crossing back and forth across the nearly 16 feet of beam, hull to hull. The boat is intended, in part, to be a training vessel for Xquisite’s big-boat owners. One thing’s for sure: They’ll get a taste of the pure joy of simply sailing.”

Judge Herb McCormick had his own take: “It’s a niche boat, for sure, and at $250,000, I think that the broader market for it is pretty limited. That said, I’d love to own one. It would be a perfect boat for gunkholing around Narragansett Bay and New England waters. The accommodations are pretty spartan, but there are berths in the hulls, and you could rig a boom tent on the trampolines and have plenty of room to camp. And the joyful experience under sail would make up for the rustic one under the stars.”

Runner-up: Astus 20.5 Sport

The BOTY judging team had a unanimous verdict for this unusual little trimaran: For a compact boat, it has grand ambitions, most of which it meets or exceeds. 

Tim Murphy provided the overview: “This is a 20-foot trimaran sportboat built in Brittany, France, by a company that’s been in business since 2004. Astus builds four trimaran models (14.5, 16.5, 20.5, 22.5); its sole US importer is Red Beard Sailing, a Chesapeake Bay dealer. This boat is designed by VPLP Design, named for founders Marc Van Peteghem and Vincent Lauriot Prévost, which now has a staff of some 30 designers who specialize in everything from Lagoon cats to America’s Cup winners to foiling Open 60 IMOCAs. Astus’ goal is to offer multihull sailors a boat in a size range smaller than Corsair offers.” 

Judge Herb McCormick said: “That VPLP connection is huge. They’re a big-name player, and the fact that they’ve put their reputation and blessing on this design is a major positive. The hardware and Selden spar they use is first-rate. They’re not cutting any corners. Under sail, it felt like a good, stable platform. I think it’s a great entry-level boat for someone who wants to get into multihull sailing.”

Judge Mark Pillsbury also gave the Astus his thumbs-up: “The Astus tri is a simple little boat with a high fun factor. We sailed the boat in about 10 knots of breeze, and with four of us aboard, we were probably a bit overloaded. But with the screecher set, we saw lots of speeds over 7 knots, and flirted with 8s in the puffs. And sitting on the tramps watching the waves right under us was a real hoot. The amas are mounted on tubes and can be pulled in and out for docking and sailing. I was aboard as they were being deployed, and the process was pretty simple: Sit on the center hull and push out on each ama with your legs (or step in on the tramp to pull it in) until a set pin can be dropped into place. Engage the pins fore and aft for each ama, and you’re off to the races, simple as that.”

To summarize: easy, fast and fun. Hard to beat that trifecta. 

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For the first time ever in the 29-year history of Boat of the Year, we’re introducing a new class to the proceedings: Performance Trimarans. To make things spicier, the two nominees not only shared the same length overall of 40 feet, but they also came in at the near-identical price point of around $800,000 for the base boat. 

Beyond those two parameters, however, the different approaches from these disparate brands were interesting and exciting. Cruising trimarans, though rare, are nothing new; the well-established Neel line of French-built trimarans has enjoyed plenty of success in previous BOTY contests. With that said, the judging panel was champing at the bit to put these fresh three-hull whizzes through their paces. And once under sail, we were definitely not disappointed. 

Winner: Dragonfly 40

Let’s cut right to the chase: The Dragonfly 40 had judge Tim Murphy swooning straight from hello: “This is an exquisite yacht in every detail. When you step aboard, the new-boat smell was not of styrene but of a wood shop. Built in Denmark by the Quorning family (designer and builder Jens Quorning took us on the test sail), it’s just a beautiful boat to look at from across the water. The wheel steering—no tiller here—was butter-smooth. Thanks to the boat’s extremely fine hulls, on our test sail we hardly felt any jerks or deceleration as we passed through several Severn River boat wakes. There were AGM batteries on this boat, but a lithium-battery system is an option. The kick-up centerboard and rudder are ingenious: Quorning as much as invited us to ground the boat on a shoal. From barber haulers to boom preventers, it’s full of great sailing details.”

Judge Mark Pillsbury was equally impressed: “As we finished up our all-too-brief sea trial aboard the Dragonfly 40, I scribbled ‘Top shelf!!!’ in my notebook. We had the benefit of sailing the boat with its thoroughly detail-oriented builder, who pointed to the seemingly endless features he’d employed to make this maybe the most memorable sailing boat of the year. At one point, I looked down at the GPS speed-over-ground number, which read 6 knots, then glanced at the true wind gauge: 5.2! Faster than the wind! The interior of the Dragonfly was elegant, with the furniture rendered in elm—not a wood we often see. But most impressive was the walk-in aft cabin instead of the crawl-in bunk often found in the narrow confines of a tri’s slender center hull.” 

Judge Herb McCormick was as astonished as his colleagues: “There isn’t a thing on the Dragonfly that Quorning hasn’t thought long and hard about, and then executed to a stellar degree. Take that centerboard arrangement, which is built into the central dining table and is integrated so well into the interior that it’s a functional piece of furniture as well as a foolproof cruising solution. What else can we say? It’s a magnificent freaking boat.”

Runner-up: Rapido Trimarans 40

The design brief for the Rapido 40 is straightforward: fast cruising and racing for a couple or crew; ocean-ready but able to sail and moor in shallow water. Nobody was more psyched to sail the boat than judge Herb McCormick, who was not disappointed. 

“I was first exposed to the brand at a multihull regatta in the Caribbean, where a larger Rapido 50 was in attendance,” he said. “I was on another boat, and we spent a lot of time looking at the Rapido’s transom. Then I stepped aboard the Rapido 40 for our trials and was handed the tiller extension; under the code zero, in about 15 seconds, we were making 14 knots. Whoa!”

Judge Mark Pillsbury said: “From stem to stern, the Rapido 40 came packed with features, including a double-taper carbon rotating mast, a Park Avenue-style boom for easy sail handling, daggerboards for upwind performance, and a very comfy cockpit. There’s an optional all-carbon version of the boat, including the drawers in the galley. The layout, with a comfortable V-berth and raised table in the salon—offering outstanding views of the great outdoors—is cruising-couple friendly.”

Judge Tim Murphy added: “The Rapido 40 is built in Vietnam by Paul Koch, the previous owner of Corsair Marine who started Rapido Trimarans in 2014. Rapido builds three models, all designed by the renowned team of Morrelli & Melvin. Our test boat had the standard infused construction, which is mostly E-glass with vinylester resin and a PVC core. There’s also carbon fiber near the bulkheads where the crossbeams meet. Carbon-fiber C-foils in the amas are intriguing and provide lift in two directions: up (to reduce sailing displacement but not fly) and to windward. Sailing the boat on the raised web seat with the tiller extension is gorgeous. It feels very sporty. Rapido’s latest claim to fame: The YouTube channel Sailing La Vagabonde has taken delivery of a Rapido 60, which will definitely raise the profile of the brand.”

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It was perhaps fitting that Fountaine-Pajot and Lagoon Catamarans—two longtime pillars in the production catamaran community—came head-to-head for the title of best cruising cat over 50 feet for 2024. Talk about symmetry: Both boats measure in at about 51 feet. A nearly exact price point of just around $1.6 million. Each is produced by one of the pioneering French multihull builders that’s been at the game for decades. In some ways, this matchup was not unlike a heavyweight boxing bout between Ali and Frazier, or a good old-fashioned feud like the Hatfields and McCoys. It was a duel that the judges relished and dreaded because the competition would undoubtedly be close—but there could be only one champ. 

Winner: Fountaine-Pajot Aura 51

During deliberations, judge Mark Pillsbury summarized the overall layout of the Aura 51, a viewpoint shared by his fellow panelists: “A length overall of 51 feet is enough space to give designers options when it comes to how a cruising cat is laid out, and Fountaine-Pajot takes advantage of this by offering a variety of layouts, with up to six cabins in charter mode. The boat we sailed in Annapolis had what they term a ‘double Maestro layout,’ i.e., a master cabin aft in each hull, with guest quarters forward. It would be a boat that two owners might share, sailing separately or together occasionally. I really liked their decision to locate the helm station on the Aura partway between the cockpit and the flybridge, which they called the sky lounge. That way, the skipper stays in contact with guests below and above, and has good visibility astern when docking. I also like the separation between the steering seat and the three winches on the cabin top. Shorthanded, the autopilot can be engaged when the skipper steps forward to trim sails, and with crew, the trimmer has room to work and the skipper room to steer. We had light wind the day we sailed, only about 5 to 8 knots, and the Aura made 4 knots closehauled—a good run for a big, well-stocked cruising cat.

Judge Herb McCormick weighed in: “I really thought that this category was a toss-up. Both boats will be sold to private owners and will also be set up for the charter trade. At the end of the day, what leaned me toward the Aura was that helmsman’s arrangement, centered between the cockpit and the top deck. I loved that big flybridge on the Lagoon, which will be a great space especially on charter, but this is the best ‘cruising’ cat, not best ‘charter’ cat, and that one feature I believe is better-suited to real cruising.”

Runner-up: Lagoon Catamarans 51

The French boatbuilding industry is to be applauded for its forward-thinking approach to sustainable building practices and exploring next-generation powering and propulsion systems. Judge Tim Murphy focused in on Lagoon’s approach: “This is largest Lagoon fully intended for owner-operators. Beginning with 55, the next size up in the range, a professional captain is expected to be involved. Lagoon produces 275 boats per year. From this year’s Boat of the Year fleet, Lagoon is at the forefront of carbon-positive materials: 35 percent biomaterial in the polyester resin (compared with 14 percent last year), with hemp fibers employed instead of glass in some of the smaller molded parts. The production plant is certified ISO 9001, 40001, 50001, which is notable for the commitment to sustainable manufacturing.” 

Unlike McCormick, judge Mark Pillsbury liked the Lagoon’s helm station just fine. He said: “The 51 is a big boat, but the layout of the helm station on the flybridge makes the boat simple to operate with a shorthanded crew. All sail controls are led to three winches on the cabin top, and there is a Harken electric sidewinder winch adjacent to the wheel to control the traveler. And for a large cruising cat, I thought that the 51 sailed well. The steering was very smooth. In 8 to 12 knots of breeze, we saw boatspeeds in the high 6s and 7s depending on our point of sail. The view from the helm was tremendous.”

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While strolling the docks of the Annapolis Sailboat Show each fall for, let’s say, at least the past decade, one thing has become abundantly clear: Between the rows of charter catamarans lining the docks of the so-called Vacation Basin and the ubiquitous lineup of cats (and trimarans) on display on the Spa Creek Marina piers, the twin-hull phenomenon continues to resonate, and it easily remains the fastest-growing segment of the sailboat universe. That anecdotal observation was backed up by hard numbers in the 2024 Boat of the Year fleet, with more than half the contestants being multihulls. 

Fittingly, then, the most competitive category in this year’s contest was this class of four cruising cats. Amazingly, in features and layouts, each nominee was decidedly different from the others, a true benefit to potential owners, who now more than ever have real choices to ponder. 

Winner: Vision Yachts 444

It’s hard to say if it’s a definite advantage, but in recent Boat of the Year contests, when inspecting boats with their owners aboard—folks who have put some hard miles under their keels, and who can speak with authority on the positives and negatives of their vessel—the track record shows that such nominees do very well. Which is the case with the Vision 444, whose owner took delivery of the boat at its building site in Knysna, South Africa, cruised to Mozambique, and then sailed it up the Atlantic Ocean to the Caribbean. 

Judge Mark Pillsbury picks it up from there: “Many of the big cruising cats that we step aboard are a compromise by design because some of the fleet will go to private owners and the rest into charter. The Vision 444 was different, and after a 14,000-mile shakedown cruise, it clearly reflected the thinking of its owner, who was aboard every step of the way. This is a pure cruising cat, and a fine one. Gear was of good quality and well-sorted. Living accommodations were practical and proven. And build quality was readily apparent because the boat looked terrific after all those hard miles. I think it’s one of the only cats I can recall having a full and proper nav station. And the walk-in workshop forward in the starboard bow? Brilliant.”

Runner-up: Excess Catamarans 14

Text> Pillsbury has sailed the complete range of Excess cats, a relatively new brand from Groupe Beneteau, and has a unique viewpoint on how the range has evolved: “Each of the first three Excess catamarans we looked at brought us something new to talk about, and the latest, the 46-foot Excess 14, didn’t disappoint. The builder says that they want to try new things as they expand the lineup, and with the 14, they let the design team of VPLP push off in a couple of new directions when it comes to hull shape, and the width and depth of the keels to improve sailing performance. Unfortunately, we had pretty light wind for our sea trial in Annapolis, but in under 5 knots of breeze, we were still able to see speeds in the 3-plus-knot range. Visibility from the helms was good—our entire judging team are fans of the steering stations, located well aft and outboard— and the boat was easy to move around on. The 14 fits very well in what the builder is aiming to accomplish.”

Runner-up: HH Catamarans HH44

Text> Unfortunately, due to a shipping snafu, this latest offering from HH Catamarans arrived too late to Annapolis to be displayed at the boat show. But it did make it in time for the sea-trial portion of the Boat of the Year contest. The judges were very pleased that it did, for on a windy test sail, the 44 had the opportunity to strut its stuff, so much so that the panel awarded it with the Judge’s Special Recognition prize.

Runner-up: Seawind Catamarans 1170

The Seawind collection of cats has seen more than its fair share of success in previous Boat of the Year contests. As judge Tim Murphy summarizes, the builder’s new 38-footer is carrying on with that positive tradition: “Our test boat, Hull No. 2, was built at the company’s primary facility in Vietnam, but going forward with the 1170, the line will be produced in a new plant in Turkey to service the European market. The infused hull is vinylester throughout with a PVC core; it’s a good, cost-effective choice that avoids osmosis. Foam is perforated and ‘double-cut’ with kerfs around curved surfaces. It has a Mastervolt lithium-ion battery system, no genset, but with 990 watts of solar power (an optional 1,320 watts is available). I like the cabin top/boom relationship: It doesn’t invite lounging guests to lounge in the boom’s path, but does give the operator easy access to the entire foot of the mainsail. The galley is down—a good layout on a smaller cat. The sail plan is simple but effective. This is a very solid couple’s boat.”

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In just about every Boat of the Year contest, seemingly out of the blue, a nominee is so unique in its design and execution that the judging panel decides to honor its bold vision and innovation with the Judge’s Special Recognition prize. For 2024, this prize goes to the HH44. 

Judge Herb McCormick provided the overview: “We almost didn’t have the opportunity to sail the HH, which was offloaded from a freighter and rigged up near the close of our test days. Our test boat was Hull No. 2, called Titan, owned by a vastly experienced Caribbean sailor who was on board for our trial. He was one of more than three dozen sailors who purchased the boat sight unseen, from renderings, and was clearly thrilled with his choice. After our inspection and test sail, we could understand why. Unfortunately, we didn’t have any off-wind sails to truly put the boat through the paces, but we were still making close to 10 knots with just the working sails. So, as a high-performance cat, the boat gets high marks. Amazingly, with everything else going on with the boat, the sailing prowess was almost secondary.”

Judge Tim Murphy added: “It was far and away the most sophisticated hull-deck structure in the 2024 fleet: epoxy-infused E-glass and carbon fiber over thermoformed foam core. It featured the most sophisticated house systems and propulsion, starting with what the builders called ‘parallel hybrid’ drive. I have never seen this system on any boat before this one, with electric motors on the same shafts as the Beta Marine diesels (a marinized Kubota block). There are no alternators, but there’s 43 kilowatt-hours of solar on the cabin top. It’s possible that this was the best boat in this year’s fleet, but because there’s so much here that we’ve never seen in any boat before, I feel that we need a year to watch these boats and customers in the field and ask how they’re doing.”

Finally, judge Mark Pillsbury offered this assessment: “After stunning the Boat of the Year judges several years in a row with its carbon-fiber high-end cats, HH Catamarans introduced a second generation of cruising boat this year with a powerful sail plan and a unique hybrid form of propulsion. The 44 has both diesel and electric engines connected to its two prop shafts, and a lithium battery bank that can provide energy-efficient electric power or be recharged quickly when running in diesel mode. It’s an interesting boat for anyone looking to ride on the cutting edge when it comes to marine technology. But the propulsion systems aside, the HH was just a ball to sail. Tiltable wheels let you lean out in the breeze or stand inboard under cover, with a clear view through the salon’s vertical windows. With daggerboards, the boat handles well to windward. Cracked off to a reach, well, sit back and enjoy the puffs.”

Club Boat Charter and Highfield RIBs: A Sweet Ride

For our 2024 Boat of the Year contest, the judges arrived for our test sails in style, aboard a 2023 Highfield Patrol 540 with a four-stroke 90 hp Yamaha outboard, dual jockey seats and a rear tow/roll bar. Our team wishes to thank sponsor Club Boat Charter Company, which provided the sweet ride. 

Club Boat Charter Company was started by Lindsay and Alfredo Lopez in 2021 when their home club in Virginia, the Hampton Yacht Club, needed a coach boat for the summer-camp season. The Lopezes quickly recognized that sailing coaches, clubs, regatta organizers and parents never have enough charter RIBs available for events. The Club Boat Charter Company offers its fleet of seven RIBs, which range from 15 to 23 feet, for any sailing event where there is a need. Or, if you’re looking to purchase a new or used RIB, the club and its dealership, Hampton Roads Inflatables, can help. As they demonstrated during our Boat of the Year tests, they are committed to supporting the sport of sailing.

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After dockside tours of this year’s two finalists for Best Performance Cruiser whet the collective appetite of the judging panel, we couldn’t wait to hoist sail and evaluate each of these boats’ sailing prowess. And in both cases, we were in for a treat. “Performance cruiser” can be a somewhat vague concept to define, but it’s instructive to note that our sister publication—the focused yacht-racing magazine, Sailing World—categorizes these boats as “crossovers.” In other words, they can seamlessly serve cross purposes, as inshore or offshore racers, or as dedicated cruising boats. In both instances here, that selective criteria is perfectly addressed. 

Winner: Italia Yachts 14.98

“Whoa,” judge Tim Murphy said. “I’ve never in my life sailed a boat like this. It pointed higher than any I can think of: an apparent wind angle of 24 degrees! Powered up under main alone, it pointed higher than most boats will with all sails set. The structure is infused vinylester employing E-glass with carbon reinforcements, with Divinycell foam of different densities. That carbon fiber was put to very good use; this boat was uncommonly stiff. The hull form was more curved, more pleasing than some of the slab-sided boats we’re seeing of this generation. A crew of 10 on an Italia came in third in the most recent Annapolis to Newport Race. This was one of the most powerful, close-winded sailing experiences I can remember. An exemplary performance sailboat.”

Judge Mark Pillsbury was equally captivated: “During our dockside visit of the Italia 14.98, the builder’s representative said that the boat was designed and fit-out for a cruising customer who likes performance and speed. He called the 14.98 an ‘upwind missile,’ and when we got to sail the boat a few days later on a breezy morning, we all could see just what he meant. What a great ride. At one point, in about 12 knots of breeze with the spinnaker up and the speedo pushing double digits, it was quite lively on deck. That’s when I stepped below and was struck by how smooth and peaceful it was in the salon. This was a boat where those on watch could crack off some miles while the off-watch could really rest up and be ready when it was their time on deck.”

judge Herb McCormick added: “I’ve met a few Italia owners,” judge Herb McCormick said. “Very successful guys who use their boats a lot and sail them well, and competition is a big reason they go sailing in the first place. They want to have a yacht where they can compete with anyone in events like the Newport Bermuda Race. These folks can have whatever boat they want, and they chose an Italia. And once I got on the wheel of the bloody thing, it was pretty evident why. In a week of great sails, this 49-footer may have set the gold standard.”

Runner-up: Solaris Yachts 44

Like its fellow nominee from Italy, the Solaris 44 is well-suited to the concept of performance cruising, and it too provided the judging team with a thrilling sail. “This is one of those boats that I had a hard time evaluating on the dock, but once underway, it really sailed beautifully,” judge Tim Murphy said.

“Yes,” judge Mark Pillsbury seconded, “as. “As a performance cruiser, the Solaris was well-suited to both missions. The three-cabin, two-head layout works well for an owner with occasional guests; there was plenty of storage; and underway, the boat was quiet and bright below. And the 44 sports a powerful, but manageable sail plan. I mean, talk about a boat that lights up under sail! The 44 was a dream to drive upwind and down. With the kite up in 10 to 12 knots of breeze, the speed hovered right around 10 knots. Upwind, cruising along with the self-tacking jib, the steering was silky smooth even in the gusts, and the twin rudders gave us really good control.”

Judge Herb McCormick also gave this boat good marks: “Like the Italia, with its long waterline, plumb bow and lovely transom, to my eye, this Solaris is a really lovely boat,” judge Herb McCormick said. “And I agree with my fellow panelists: It’s: It’s a terrific sailing boat. Unfortunately, it had the poor luck for this year’s contest to be matched up with the sensational Italia. But it should be noted that the Italia is priced at over $1.1 million, and this Solaris, at $700,000, comes in at about a half-million less. That’s a huge discrepancy. For many sailors seeking a dual-purpose alternative, this Solaris is well worth exploring and will meet their requirements just fine.”

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With each passing year, it seems that top-end, fully found cruising boats become more powerful and sophisticated. They have ever-advancing construction techniques; major developments in charging systems, energy efficiency and propulsion; and fresh approaches to layouts and interior accommodations. All three of this year’s Boat of the Year nominees for Best Full-Size Cruiser well represented the state-of-the-art approach of their respective naval architects and manufacturers, and the fascinating results are a collection of all-oceans bluewater sailboats that can take us anywhere in the world we wish to go.  

Winner: Jeanneau Yachts 55

It’s not every year that the winner of the Full-Size Cruiser division wins the Overall Boat of the Year prize, and for 2024, the Jeanneau Yachts 55 had stiff competition from the likes of the superb Dragonfly 40, the versatile Italia 14.98, the long-legged Vision 444, and other category champions. But as the judges learned in our two visits to inspect and then sail this massive 55-footer, it’s a boat that grows on you. Familiarity doesn’t breed contempt, in this case; it instills respect. It takes a bit of time to appreciate exactly what transpires here, and it is certainly not a boat for everyone. But Jeanneau dared to do something different, and then doubled down with that conviction. And for that bold action, we rewarded the builder. 

Runner-up: Hanse 510

After a brief hiatus from Boat of the Year, the major German production builder reentered the fray with a voluminous 51-footer whose layout signals a growing trend in larger cruising boats: the separation of topside space from working areas and social ones. Judge Mark Pillsbury viewed it from the context of his own sailing experience: “Being primarily a New England sailor, I liked the cockpit options that we saw on the Hanse 510. The boat is available with the usual low-profile coachroof and open cockpit, but our test boat in Annapolis had a fiberglass arch over the companionway and a windshield, with a clear acrylic panel in between. The boat also had a solid fiberglass Bimini top with a panel that slides open on Ronstan cars, so it was easy to open and close. Together, this set extends the sailing season for cooler-climate types from spring to late fall. Under sail upwind, the self-tacking jib made the 510 easy to handle, and when cracked off to a reach, the code zero gave us plenty of power to see speeds approaching 8 knots in maybe 12 knots of breeze.”

Runner-up: Hallberg-Rassy 57

When not serving as a Boat of the Year judge, Tim Murphy serves as the curriculum and education director for the American Boat and Yacht Council. He not only brings a critical eye to his inspections, but he also looks at how boats comply with ABYC standards. He liked what he saw with the Hallberg-Rassy 57: “It’s an exquisitely built boat, and exquisitely fitted out. The systems installations are the ones I’ll feature in future ABYC study guides about labeling and organizing, with the heading ‘How To Do It Right.’ It’s been designed to be used and maintained to the highest standards. The house system (chart plotter, VHF radio, thruster, etc.) is a 24-volt lithium-battery package; it compares favorably with the HH44 we tested for innovation. The custom Selden carbon mast is as exquisite as the rest of the boat. It’s this year’s most expensive boat, but it deserves flagship status.”

Judge Mark Pillsbury added: “Anyone in the market for an elegantly built, powerfully rigged, go-anywhere bluewater cruiser will want to have the Hallberg Rassy 57 on their must-see list. Of all the boats we looked at this year, none better met the description of luxury yacht than this Swedish beauty. It was the most expensive boat we saw, but in this case, ‘you get what you pay for’ rings true—in a good way.”

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For many cruisers, especially cruising couples, the roughly 40-foot length overall is their sweet spot: a yacht voluminous enough for comfy accommodations; long enough to sport enough heft and features for inshore and offshore adventures; yet not so grand that it becomes daunting to sail, moor or maintain. These Midsize nominees represent the bread-and-butter offerings of their respective brands, which means they need to be smart and well-executed. All four nominees achieved that goal. 

Winner: Hallberg-Rassy 40C

Swedish builder Hallberg-Rassy is no stranger to the Boat of the Year winner’s circle. In fact, the company’s 40-foot sistership to this new center-cockpit offering is the HR 400, the aft-cockpit version of the Germán Frers design, which in 2023 that was named the Import Boat of the Year in 2023. 

About the 40C, judge Tim Murphy got straight to the point: “Arguably, this was the best-built monohull in the fleet. Systems-wise—with the electrical labeling, analog breakers, engine layout and access, sound insulation, the doubled Racor filters—it was definitely best in show. She sailed over to the United States on her bottom, some 10,000 nautical miles, and looked fresh from the showroom. The 40C has the same-size cockpit as the HR 44, which is a pretty neat trick. It has a longer waterline and more volume than the company’s 10-year-old 40-footer that it replaced. And more volume equals more-powerful sailing. I jotted down this note after our test sail: ‘Steering is absolutely divine.’ What else is there to say?”

Beneteau Oceanis 37.1

Judge Mark Pillsbury was immediately drawn to the spacious interior of this rangy 37-footer: “I think the Beneteau 37.1 is a viable option for a cruising couple or family in search of a manageable new boat at a relatively affordable price,” he said. “There are a few possible layouts, but I liked the one we saw on our test boat, which, with two cabins and a single head, was quite practical. The forward cabin is roomy without a second head crammed into one corner, and the large storage area that’s accessed through the shower or the starboard cockpit locker provides lots of storage space for gear and toys.”

Judge Herb McCormick said, “added: “Sadly, this was the perhaps the last design from noted French naval architect Marc Lombard, who recently died. Under sail, this was certainly a vintage Lombard creation. He was known for his fast, slippery hull forms. We had a cracking great sail on the boat; in about 10 to 12 knots of breeze with the code zero, the knot meter registered 7s and 8s. Perched to weather with the boat heeled over, the helm was light, and it was an absolute blast to drive. TrèsTrès bien, Monsieur Lombard. Thank you for some thrilling sailing.”

Dufour 41

A longtime admirer of the Dufour line, judge Herb McCormick found a lot to like about this new 41-footer. “Umberto Felci has been the principal naval architect for Dufour for quite some time, but in recent years, he’s taken the brand in new directions. This latest offering, with its rounded bow, takes some inspiration from the Open 60 monohulls so prevalent in shorthanded offshore racing. There are two chines, one above the waterline and the other higher up the topsides, almost to the sheerline, which carries the beam well forward. I liked it.”

Judge Tim Murphy had an interesting observation related to the boat’s single rudder, particularly under power: “Compared with the twin-rudder boats we tested, in close-quarters maneuvering, the single rudder provides a nicer experience, with more control. With twin rudders, unless you have a thruster, you need actual boatspeed over the rudders for close turns. With this single setup, you still have the traditional thrust over the rudder. You can spin very quickly.”

Elan Impression 43

The Slovenian builder has racked up an impressive list of entries in recent Boat of the Year competitions, and according to judge Mark Pillsbury, that solid track record has continued. He said: “The builder’s representative described the yacht as a family boat, and that made sense to me. It’s roomy enough for Mom and Dad to have some privacy in the forward cabin—there’s an option to add a fourth cabin with bunkbeds if needed—and with twin cockpit tables that can be lowered to make large sun beds, the whole clan can sit out at night and enjoy the stars. Most of all, I really liked the oak interior with a big, country-style dining table in the salon that even had a couple of folding chairs that could be stowed in their own locker. Moving around on deck underway felt secure, thanks to the 26-inch lifelines on top of solid bulwarks. High coamings in the cockpit were comfortable, and the cockpit seats were long enough to stretch out and take a nap if you were off-watch but wanted to stay on deck.”

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If a sailboat lies unattended even for a short time, its decks and canvas can quickly become grubby from bird droppings and windblown dust. I have counted 50 of the little darlings perched along the triatic stay on my schooner Britannia, all having a merry chirp while doing other things. 

I spent a lot of time looking at intricate, expensive devices that are supposed to frighten birds off my boat, but it’s practically impossible to keep them off every part of the deck and rigging, where they sometimes land on vertical wires. I finally concluded that the cheapest, most effective solution is a simple awning. 

There are multiple benefits to a good awning. I also wanted to protect the center-cockpit canvas Bimini top on Britannia, to shield it from the fierce Florida sun as much as from rain and bird droppings. And a good awning keeps the temperature down inside the boat—in Britannia’s case, by some 10 degrees Fahrenheit when it’s 90 degrees outside. 

I shopped around all the local canvas-makers and sailmakers, and I received lots of advice about what material was best, along with a variety of cost estimates. These varied from “we’ll beat any price” to “get a second mortgage.” The average estimate was $1,480, which was well over my budget, so I considered making an awning myself.The simplest, cheapest way to make an awning is to buy a tarp, drape it over a boom, and then attach it to lifelines with bungee cords to form a simple tent. The main boom on Britannia passes directly over the cockpit, and most tarps have eyelets every 18 inches or so, which meant that threading bungee cord through them and then hooking the other end to the rails was simplicity itself.

However, after I installed my tent, I discovered that it had shortfalls. Tethering the tarp required quite a scramble to edge along the side decks and climb into the cockpit, especially with an armful of groceries. And the tarp rested on the boom and my Bimini top, causing chafe in strong winds. A third problem was that my tent looked, well, really cheap—mainly because it had cost me less than 50 bucks. 

Awnings can also be stretched between horizontal poles attached to masts or rigging, a solution that generally overcomes the access problem. But they flap about alarmingly in even a slight breeze, and rainwater collects in a flat awning to the point where they can capsize. They also fail to shield the early morning and evening sun very well.

With all of that in mind, I thought about the wagons in old Western movies, and I wondered how to make a curved cover. Such an arrangement might also hold the tarp clear of the boom and Bimini top, reducing chafe and allowing wind to pass between them. The height should also give me more headroom along the side decks. 

The supports on covered wagons were called bows, made of hickory wood. How could I make them and be able to stow them? I found the answer by looking at modern tents that use flexible aluminum rods to support a curved roof. 

These tents use demountable rods that slot into one another to form a strong yet flexible continuous rod, held together with a bungee cord through their whole length. When not in use, they fold into a bundle only 28 inches long for easy stowage.

Britannia’s main boom is 15 feet long, so I guessed that I would need three bows to support the tarp over the boom, and another bow for an overhang forward of the mast. I measured the approximate lengths by curving a metal measuring tape from the toe rail to just above the boom, and then doubling the distance. I then ordered four rods from TentPole Technologies, which made all the lengths to my exact size. If a rod happens to be too long, it’s easy to remove one section and re-knot the bungee.

I anchored my bows to either side of the boat using ¾-inch plastic PVC tubing strapped to the stanchions with hose clamps. The bows dropped into the tubing and rested on the toe rail, forming four perfect arches.

Britannia’s beam at the mast is 13 feet, tapering to 10 feet at the stern. A tarp would need to be much wider than this to curve over the bows, so I measured the length of the front and rear bows. I tried for a point offering maximum coverage against rain and bird droppings, yet with enough clearance to walk through. From these measurements, I drew a sketch of the shape.

The nearest-size tarp I could find was about 19-by-17 feet with a heavy-duty weight. I choose one that is silver on the outside, to give maximum heat reflection. I then made a mistake in buying the cheapest, lightest-weight version of the tarp at 5 mm; it was too flimsy for a boat awning, and it soon wore through at the chafe points. The 12 mm thickness is much better and has survived some strong winds, and the bows easily support the extra weight of the heavier tarp.

To cut the tarp to fit, I laid it out on my garage floor for tapering. Rather than just cutting it down the middle and gluing it, I overlapped the center folds and glued the overlap joints. This technique ensured that the joint remained waterproof, and strengthened the center section. The front needed only a little tapering, from 17 feet, 6 inches down to 16 feet, but the back was only 12 feet wide, which meant quite a large overlap joint.  

After that, the messy part started, because I used sticky contact glue and a 4-inch roller. Because the wind will pass straight over this joint, it needs to be as strong as possible. The best option was to use a double-gluing procedure.

I first unfolded about 6 inches where the top joint was to be, and rolled a liberal amount of glue out to both edges, all the way along the fold. I allowed this glue to set overnight, so it was finger-dry. I then applied a second coat of glue to each side of the joint, waited the normal drying time of about 15 minutes, and pressed the fold together from the center to the front and rear of the joint. Working from the center ensured that there were no creases in the fold. I then placed wood strips over the joint and pressed it firmly together by walking on it.

I left the joint overnight to set, then turned the tarp over and double-glued the other side of the fold the same way. The finished taper is a neat, strong, waterproof overlap joint down the center of the awning. Just for good measure, I ran a length of duct tape all the way along the joints.

Back at the boat, I installed the bows and draped the tarp over them, but because the awning extended forward of the mast by some 2 feet, I had to cut a hole to fit around the mast. This hole was later reinforced back in my garage, where I also installed a row of eyelets into the front joint and threaded them together with bungee cord. I wrapped a long bungee twice around the mast, making a secure joint. The awning also overhangs the aft hatch.

For hold-down tethers, I bought 5/16-inch bungee cord with pre-fitted hooks. It was easy to thread the cord through every second eyelet and secure it with a simple overhand knot. I did this along the length of the tarp on both sides. I then fastened the front and rear of the tarp to the bows with cable ties, through the eyelets and around the bows.

Positioning this large awning is quite easy for two people when there is no wind. We pulled it over the bows and then hooked the tethers to the lifelines on each side. I attached the front bow to the running backstays and the rear bow to the mainmast backstays. Even in a moderate wind, the awning hardly moves because the wind passes through and over the structure. 

I had my covered wagon, which protects Britannia’s Bimini top from weather as effectively as any custom-made canvas cover. We can comfortably move along the side decks because of the increased height of the bows. Temperatures in the cockpit are significantly lower than without the awning, and rain just runs off, washing bird droppings with it.

Awnings on boats, even those made of expensive UV-resistant material, rarely last more than a few seasons. Replacing a tarp awning is a lot less expensive than ordering a custom canvas, and mine was ridiculously cheaper: $300, including the tarp, bows, tethers, rollers and glue.

I now think my effort qualifies as (almost) professional-looking, even if I do have to ignore the occasional snide remark about the Wild West. Envy is just another form of flattery.

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