210 sailboat

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International 210

One-Design Showcase

About the International 210

Since 1945 the 210 has been at the forefront of one-design keel boat racing. “The slender 30-foot double ender with the hard chine and deep lead-ballast keel looks and feels like a modern racing sled.” Tony Chamberlain, Boston Globe. It is fast and a joy to sail!

Class Information:

Class Contact:  Greg Sullivan  

Class Contact Email:   [email protected]       

Class Contact Phone:  781-794-4141     

Class Website:   210class.com     

Social Media:   Facebook       

Class Specs

LOA:  29 ft 10 in

Beam:  5 ft 10 in

Draft:  3 ft 10 in

Weight:  2,300 lbs

Sail Area:  305 sq ft 

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The 210 is a 29.83ft fractional sloop designed by C. Raymond Hunt and built in plywood or fiberglass by Pearson Yachts since 1946.

460 units have been built..

The 210 is an ultralight sailboat which is a very high performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a racing boat.

210 for sale elsewhere on the web:

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C. Raymond Hunt’s “TEN” Series (110-210-310-410-510-1010)

C. Raymond Hunt, and internationally known and respected helmsman and yacht designer. A gifted visionary, with an innate sense of the physics of motion. To his peers he was a man “ahead of his time” To his competitors, through his creation of the deep-V hull, and the radical international 110, the preeminent forefather of Hunt’s 10 series of yachts, he was feared on the race coarse.

James H. “Sham” Hunt, on his fathers 10 Series, “I have sailed on all…like the way the 110 goes through the water the best but a bit wet and pounds in a sea way…..the 510 was very quick, CRH and my mother won their share at Edgartown Regatta and the NYYC cruise. My favorite would be the 210…I am 6’2 so the 110 was very cramped for me whereas the 210 had comfort in comparison.”

For the complete biography on C. Raymond Hunt, there is the first and only biography in the works and will be offered for sale soon. Mark W. Kellogg, the author of the soon to be released Raymond Hunt biography is a long time Marbleheader, who in his youth, drove a 21-foot Huntform launch named “Cabby” as a nautical taxi, taught sailing in Hunt-designed 110s, was a paid hand on two Concordia’s, and raced with Ray Hunt in John Mooney’s Hunt-designed 5.5 Meter, “Minotaur.”

THE “ONE-TEN”

In 1936 Raymond Hunt along with engineers Bror Tamm and Gordon Munro decided to build a 36’0″ prototype at the Lawley Yard in Neponset, Masachusetts. Although there were doubts about her potential sailing abilities, she quickly proved doubters wrong. But, at the time, no one seemed to want one, the prototype was too peculiar, and slab-sided for her size.

After much thought and consideration the Raymond Hunt brain trust decided to scale down the 36′ prototype twelve feet. The new yacht was called the International 110, and with it a new era in yachting was ushered in.

After the 1938 Hurricane “A Wind To Shake The World” yacht construction prices were skyrocketing. Through Hunt’s association with Lawley’s, Raymond began experimenting with a new boat building material Harborite Plywood. The miracle overlayed fir plywood, offered “Armor Plate” protection with two tough, abrasion resistant surfaces of plastic resin impregnated fibres that are permanently welded together, creating a seamless easy, and cost effective way to build a boat. The 110 was built with four 12 foot sheets of Harborite laid over laminated oak frames and would use a simple rig with a rated sail area of 110 square feet, hence the name.

The International 110 was introduced at the 1939 Marblehead Race Week Regatta. Ray Hunt raced the boat around the coarse beating everyone boat for boat except the International One Design. With a price of $480.50 with sails the demand for this vessel began in earnest.

Ray Hunt would forever change the sailing world, hundreds of his new 110 design were being delivered as fast as they could build them. Unheard of for the time period, where other ship yards at best were producing 6-8 yachts a year, there were over 400 hulls built in a two year time period. Today as true testament to Hunt’s abilities, the 110 is still in production, and recently the class celebrated its 75th anniversary in Marblehead, Massachusetts, the place where things all began in those depression years prior to World War II.

Other innovations that were invented and used first on the Lawley 110 was the trapeze system, and the “Clewouthaul” – which was designed by Bror Tamm in 1939 . The one ten was a radical departure from the yachts of its day, they were unique and iconic in the harbors there were used in. They were the forefathers of today’s ultralight sport boat concept.

Through the initial aesthetic development of the 110, it was believed that painting the hull in such a way that would accentuate the roundness of the edges was absolutely necessary, if the shape of the hull is to look well. The new painting schedule was encouraged, but was often overlooked, in favor of more budget friendly all in one color paint scheme.

The Internation 110 is still in production, the current builder is Westease Yacht Service, Inc., 66th St & 135th Ave N, Saugatuck, MI 49453, Phone: (616) 394-0076. There are active racing fleets across the US in Maine, Massachusetts, Rhode Island, Connecticut, New Jersey, Illinois, Michigan, California and Hawaii.

International 110 Specifications:

LOA: 24’0” / 7.3m LWL: 18’0″ / 5.5m Beam: 4’0” / 1.2m Draft: 3’0” / 0.91m Displacement: 910 lbs Ballast: 300 lbs Designed: C. Raymond Hunt Hull material: “Harborite” Plywood Construction Original Contract Cost: $480.50 Sail Plan: Main, Jib, Spin Spinnaker: Conventional Upwind sail area: 157 sq ft Spinnaker sail area: 100 sq ft Mast Height: 23’0″ Crew: 2 In production: Yes Class Website: International 110 Class Approximate number built: 750+

THE “TWO-TEN”

The International 210 was drawn by Fenwick Williams, under the guidance of C. Raymond Hunt. Designed to be a bigger drier boat than the 110s. Mr Hunt built a prototype in the Spring of 1946, which was presented to the clubs of Massachusetts Bay for consideration as the selected boat for inter-club racing. The requirements of the clubs were that they wanted a new one design boat that was affordable, pleasant for day sailing as well as racing, a boat that will always be uniform so that it cannot be out-built. ‘Fourth a boat that is modern and can be kept so. At the next meeting, the selection committee announced that Ray Hunt’s proposed “210″ was more boat than any other that the clubs could find for the money, so they adopted it, and with it a new era in yachting was ushered in.

True to the 210s origins through good price, comfort, and exceptional racing abilities, the class took off with some of the sports top sailor’s campaigning boats throughout Massachusetts Bay. Soon fleets were formed throughout the Midwest, Maine, Hawaii and beyond.

Governed by strict one design class rules, to keep boat costs down, but allowing for nominal changes to keep up with the times, a successful concept for the development of the class, yet challenging at times.

The International 210 is currently in production at Shaw Yacht’s, Inc., 52 Oyster River Road, Thomaston, ME 04861, Phone: (207) 594-5035, Fax: (207) 594-5035

International 210 Specifications:

LOA: 29’10” Beam: 5’10” Draft: 3’10” Ballast: 1,175 lbs Displacement: 2300 lbs Designed: C. Raymond Hunt Sail Plan: Main, Jib, Spin Spinnaker: Conventional Upwind sail area: 305 sq ft Spinnaker sail area: Hull material: Double Curvature 3/8 “Harborite” Plywood bent over laminated oak frames. Crew: 3 Original Contract Price: 1,275 – 1,500 w/o sails In Current Production: Yes Class Website: International 210 Approximate number built: 462

THE “THREE-TEN”

As of this writing, not much is known about the 310

THE “FOUR-TEN”

James H. “Sham” Hunt on sailing on the International 410 Et Toi – “CRH and I only..age 13…raced in the New London to Marblehead Race in 1949 and won by such a large margin that the committee called the Canal to see if we had taken a short cut through it..no of course….this was when you had to check in before any transit was allowed! I doubt I added much but he had such stamina that a 24 hour vigil was a piece of cake.”

Thames Yacht Club members considered the International 410 “ Nor’wester ” – “A stylish double-ender, one of the most beautiful boats to ever grace the club fleet. Under sail or bare-poled at her mooring, she always drew comments from people impressed with her near-perfect lines.”

In the Fall of 1961, during the Off Soundings Club Regatta, Nor’Wester’s 4th owner, Charles LaCour and his three member crew were enjoying a comfortable lead with two other boats, they were way ahead of the rest of the fleet. Under full main and small jib with 20-knots of breeze, they were approaching Shagwong Reef buoy off Montauk Point, when a strong squall approached out of nowhere knocking down Nor’wester . A huge swell then filled the non-self-bailing cockpit, and within minutes the boat sunk. The entire crew were picked up and brought to Shelter Island, New York, their final destination point of the first day’s race. That night, still shaken by their ordeal, they returned back to New London, on the Orient Point Ferry.

Anemometer readings, from Montauk Point had clocked gust up to 79 miles per hour. NorWester had sunk in 55′ of water, with strong currents, LaCour decided not to salvage her, figuring reluctantly that they would be unsuccessful in there attempt to raise her.

Later that year, the Off Soundings Race Committee, mandated that all entries had to have self-bailing cockpits. The tragedy influenced the implementation of the Safety of Life at Sea (SOLAS) laws that generated numerous maritime safety rules still in effect today.

Ownership History:

1947 – Et Toi – Ray Hunt 1950s – Nor’wester – Lawrence Chappell, Jr (joined the Thames Yacht Club Fleet) 1950s – Nor’wester – Ray Camp Norwich 1960 – Nor’wester – Charles M. LaCour

Known Racing History:

1952 – Thames Yacht Club Distance Race – First boat to finish and corrected time winner. 1949 – Off Soundings Race – (Lawrence Chappell) Spring and Fall – 1st and 2nd place respectively 1948 New London – Marblehead Race (Ray Hunt) Et Toi beat the nearest competitor by 2 hours.

The 410 “ Nor’wester ” Specifications:

LOA: 35’10 7/8″ LWL: 28’3″ Beam: 6’10 3/4″ Draft: 5’9″ Ballast: Displacement: Designed: C. Raymond Hunt Built By: Marblehead Yacht Yard Year Designed: Year Built: 1947 Sail Area: 482 sq ft Hull material: “Harborite” Plywood Construction Original Owner: Ray Hunt Original Name: Et Toi Sail Plan: Main, Jib, Spin Spinnaker: Conventional Upwind sail area: sq ft Spinnaker sail area: Crew:

THE “FIVE-TEN”

C.Raymond Hunt “In 1945, I designed the original “510” class yacht for myself as a logical development of the “210”.

Launched in December 1945 as a racing and weekend cruising yacht. She is built with no structural keel, and is constructed with two longitudinal trusses on oak floor stiffeners extending to the after end of the cockpit to the mast evenly distributing the stresses of the rig and keel.

Low wetted surface area with a separate rudder-skeg / bulb fin keel, a concept Raymond Hunt embraced long before Lapworth or Giles, should prove to be a spirited performer, with comparable speeds of 8 meters and Q-boats.

1949 – NYYC Cruise – Beat the 72’0″ Yawl “Bolero” boat for boat, with Raymond Hunt and his wife sailing against a full paid professional crew on board “Bolero”

Historical:

The one and only 510 built, named after Raymond Hunt’s wife Barbara.

Hunt International 510 “Barbara” Specifications:

LOA: 44’7″ / 13.62m LOD: 44’7″ / 13.62m LWL: 32’6″ / 9.93m Beam: 6’7″ / 2.04m Draft: 6′ 0 / 1.82m Ballast: 5,200 lbs Galvanized steel plate/lead casting Displacement: Sail Area: 519 sq ft Yard Number: Hull material: “Harborite” Plywood Construction Rig: Sloop Designer: C. Raymond Hunt Built by: Graves Yacht Yard Year Designed: 1945 Year Built: 1949 Original Contract Cost: $6,000 Restored By: Current Name: Original Owner: C. Raymond Hunt Current Owner: Sail Number: 510/1

International 510 Revisions (March 27, 1975)

In 1975 C.J. Frankham, esq, Aukland, New Zealand wanted a inexpensive high performance owner operated yacht and decided to have CR Hunt and Associates revise and update the 1945 drawings of the 510 class yacht that Ray Hunt built for himself. The design of the hull was left basically unchanged, but the sailplan was updated. The main was increased 35 sq ft to 335.8′ P = 39.5′ E = 17′ and the jib was increased to measure 215 sq ft I = 37.5′ J = 11.5′ The accommodations were also updated to include 2 berths and settees with a head and small galley located in the companionway for the additional headroom.

Also Modified from the original boat is the deck plan. A self-bailing cockpit replaces the split-cockpit arrangement. The Interior plan, that accommodates 4 people, has been changed to suite the owners requirements.

Although the 510 design was revised for construction to occur in New Zealand, it was never finished. A reported fire in the barn which housed the owners business and the 510 under initial construction were all lost.

Specifications:

LOA: 43’1″ / 13.13m LOD: 43’1″ / 13.13m LWL: 32’6″ / 9.93m Beam: 6’7″ / 2.04m Draft: 6′ 0 / 1.82m Ballast: 5,600 lbs / 2545kg Displacement: 6,900 lbs / 3136kg Sail Area: 551.4 sq ft / 51.2m2 Disp/Length Ratio: 90 SA/Disp Ratio: 24.4 Design Number: CRH – 510 Hull material: “Harborite” Plywood Construction Rig: Sloop Designer: C. Raymond Hunt Associates, 63 Long Wharf, Boston, MA Built by: Year Redesigned: March 27, 1975 Year Built: Never Completed Contract Cost: Restored By: Current Name: Original Owner: C.J. Frankham, esq Current Owner: Sail Number:

International 512 (Company Offered) Revisions (2010?)

LOA: 43’1″ / 13.13m LOD: 43’1″ / 13.13m LWL: 31’11” / 9.48m Beam: 8’0″ / 2.43m Draft: 6′ 0 / 1.82m Ballast: 5,600 lbs Displacement: 6,900 lbs Sail Area: Design Number: Hull material: Rig: Sloop Designer: C. Raymond Hunt Associates For Inquiries: Hunt Yachts Built by: Year Designed: 2010? Year Built: Offered for Spec Contract Cost: Restored By: Current Name: Original Owner: Current Owner: Sail Number:

THE “TEN-TEN”

Briggs Swift Cunningham II (January 19, 1907 – July 2, 2003), American sportsman, entrepreneur, and heir to the Proctor & Gamble fortune. Was an accomplished car and yacht racer, having been inducted into the America’s Cup Hall of Fame in 1993, the Motorsports Hall of Fame of America in 1997, and named to the International Motorsports Hall of Fame in 2003. Skipper of the first AC campaigned 12 metre yacht “Columbia” due to Cornelius Shields health concerns. Cunningham and his afterguard won the 1958 America’s Cup race in four straight races off Newport, R.I., each time with a margin of victory of no less than half a mile.

“Mr. C” was an accomplished Star, and 6 metre class sailor, having won numerous races world-wide. By early 1939, having sold Lulu, Fun and Lucie, left Briggs Cunningham without a six-meter for the first time in ten years, at this time Cunningham ordered sailed and raced his C. Raymond Hunt “Lawley 225” out of the Pequot Yacht Club, Southport, Connecticut.

In 1959, through Briggs Cunningham’s long association with C. Raymond Hunt, he decided to have a new yacht designed and tank tested. According to James H. “Sham” Hunt, Mr. Cunningham, “wanted a 110 type boat long enough to beat a 12 meter.” Briggs Cunningham funded the project, “the tank test results came back and said there was too much leeway so the quest ended but later the tank test results (were reevaluated) and said they made an error by not taking into account that the chines on healing gave the necessary force!!!!! the boat would have trounced a 12!”

Hunt designed 1010 Known Specifications:

LOA: 55’0″ / 16.76m Beam: 8’0″ / 2.43m Year Designed: 1959

9″ of bottom curve at mid section

*Note: The keel bulb is missing on the model. Being detachable it allowed CRH to test iterations.

REFERENCES:

James H. “Sham” Hunt (Son of C. Raymond Hunt)

C. Raymond Hunt Associates – Website 1:12 scale 1010 Tank Test Model: Courtesy of James H. “Sham” Hunt Photo credit – James W. Laws Photography Photo credit – A. Mitchell Koppelman Photo credit – Blake Jackson – MarbleheadStudios.com Letters/Brochure – Courtesy of Bill Platt

Related posts:

• C. Raymond Hunt Associates Spirit of Tradition 512 Daysailer
• C. Raymond Hunt – The Lawley 225
• C. Raymond Hunt – The International 510 Class
• C. Raymond Hunt The “TEN-TEN”

Fascinating information on C. Raymond Hunt’s “Ten Series” yachts. What a gift he made to yacht racing and cruising!

Sailed many times aboard 510 Barbara as a child 1950s. My father had bought her from Bob Pierce of Duxbury. Sure would like to know where she is now.

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Design Review: Beneteau First 21.0

We recently came across this review of our learn-to-sail boat, the Beneteau First 21.0 .  It’s sometimes called the First 210.  Many Europeans call it the Baby Ben .

It’s the smallest sailboat made by the largest (and oldest) sailboat manufacturer in the world.  It’s two and a half editions, or generations, or models old depending on how one defines that.  Started with the First 21.0; became the First 20.  (Boat didn’t shrink.)  Then, Beneteau and ASA (American Sailing Association) teamed up to produce a slightly modified version – that’s the “half” to which I refer – called the ASA Trainer or First 22.  (Again, the boat didn’t grow.)  The chief difference on this one is that they made a smaller cabin and larger cockpit.

But, all versions have these things in common:

• Hull.  (Boat body)  The size and shape are the same.
• Keel.  (The fin that stops the boat from going sideways and from flipping over.)
• Rudders.  (Steering fins.)  Yes, plural.  There are two.
• Rig.  The spars (poles that hold the sails up, out, etc), and basic sailplan, are the same except for the squared-off top of the mainsail on the newer boats.

Bob Perry, a highly esteemed naval architect and author, with a regular column on design in Sailing magazine, penned this article some time ago. Here are his words, and some pics we saw fit to slip in…

Perry on Design: the Beneteau First 21.0.

(Bob’s prose appears below in quotes.  Any editorial notes I couldn’t resist are indented in parentheses as I’ve done here.)

“Let’s go small and look at a trailerable boat. This one is from the board of Group Finot and built by Beneteau. It is a very different approach, abandoning tradition and going after speed and convenience with modern design features.

“The benefit of this type of boat is the ability to move easily to exotic or semi-exotic locations for regattas. The 210 will make a great daysailer or a camp-style cruiser. While trailerable sailboats are seldom examples of refined design, the First 210 shows design innovation aimed at sparkling performance and eye appeal. This boat is also unsinkable.

“With an LOA of 21 feet, the First 210 shows a modern, round bilge hull form with a very broad transom to give it dinghylike proportions. Look carefully at the plan view, deck layout or interior. Note the location of maximum beam. In most modern designs the maximum beam is located at or around station six. If you use the same system of establishing stations and break the 210’s DWL into 10 segments, you will find the max beam around station nine! There is even a curious little hook in the deck line right at station nine. The result of this shape is extreme maximization of the small volume available in 21 feet and a wide platform aft to optimize the righting moment effect of crew weight.

(We’ve always called this boat a big dinghy with a keel on it.  A dinghy is a sailboat that can flip over and requires the crew’s weight on the rail to hold it down.  The Beneteau First 21.0 is very sensitive to crew weight, and reacts immediately to changes – but it won’t flip over if the crew fails to react.  That makes it ideal for learning and training.)

“The extremely high-aspect-ratio centerboard ( ed. note: it’s a ballasted swing keel, not a centerboard or centerboard keel) is housed in an odd shaped nacelle below the hull for a board-up draft of 2 feet, 3 inches. Almost every appendage is a candidate for “ellipticalization” these days, and I find it interesting that the designers have ended this board in a sharp point. In profile, the rudder looks ridiculously small until you realize that there are in fact two rudders. They are canted outboard at 15 degrees. With this extreme distribution of beam aft a normal rudder would pull almost clear of the water at high degrees of heel. With the two rudders, when the boat is heeled one of the rudders will still be at an effective working angle with the water. This is a slick way of reducing the required draft of the rudders. Note that the draft of the twin rudders is the same as the draft of the board housing. The rudders are linked through the member at the top of the open transom.

(The design was great by itself, but what puts it over the top is the twin rudders.  Sailboats lean to the side naturally, as shown in the pic above. The more they lean, however, the less effective their rudder (steering fin) becomes.  It loses its bite on the water, so it has to be held to one side to go straight.  This creates drag and further reduces its effectiveness.  But the twin rudders on the First 21.0, each one angled outward, become straight when the boat heels a normal amount, and when the boat heels too much, the rudder angle isn’t bad. This makes for a forgiving feel that allows students to learn from mistakes rather than be confused or overwhelmed by them.  And that makes them better able to sail any boat afterward.)

“There are no overhangs on this little packet. The bow profile shows a hint of concavity to allow some flare into the forward sections. There is also a tiny amount of tumblehome in the midsection with a moderate BWL.

“The shrouds are taken to the deck edge allowing a small jib to be sheeted inside. The mainsheet sheets to a single attachment point on the cockpit sole. All halyards lead aft to jammers within easy reach of the helm. The spar is deck stepped with a hinged step. The interior is a one piece GRP molding with small sink and one burner stove. The portable head is under the V-berth. The small interior space is divided by a trunk that carries that top of the swing keel. A hinged leaf table is attached to this trunk. The four berths are all adult sized.

“On deck, the swim ladder and outboard bracket fit neatly between the twin rudders. The two cockpit lockers contain a space specifically for the outboard fuel tank. The bubblelike desk is striking and set off by a varnished mahogany toerail.

“The First 210 appears to combine careful styling with performance and safety. The general approach to this design is similar to the Mini-Transatlantic Class, but the boat is not as radical in proportions as a true mini-transat racer. Beneteau’s tooling of molded parts is as good as any in the business and their approach to finish and style is perhaps the best in the business. These aspects combine to ensure that the little 210 will be a standout.”

(“Mini-transat” refers to the Mini 6.5 class boat: 6.5 meters, basically the same as the first 21.0.  It’s a serious racer.  How serious?  They are raced singlehanded across the Atlantic – with spinnaker.  No shit. They have twin rudders like the Beneteaus.  This class is also raced doublehanded for some regattas.)

We love this boat, and while they’re fewer and farther between, and much more expensive to buy than the boats more commonly used in sailing schools (J-24’s and Sonars come to mind), they’re worth it as they just work better for teaching.

“Don’t take our word for it!”  Everyone says they have the best boat.  But this is the only design ever endorsed for sailing instruction by a national sail training or sailing school organization such as ASA or US Sailing.

Here are a couple of related links…

• Bob Perry’s web site
• Mini 6.5 class web site (Mini Transat)

8 thoughts on “Design Review: Beneteau First 21.0”

This is a great article. I’m a newb and in Japan looking at a “Baby Ben ” for sale. Before this article I thought it was special , now I’m in love

I doubt you’ll be sorry if you get one! They’re super versatile. Some of our new Club members this past season had a lot of time on J/24’s and 105’s prior to joining us, and they fell in love with the Baby Ben by comparison to the J/24. The First 21 is a pedigree design that happens to be comfortable, ergonomic and also very forgiving. Good luck! Send us a pic if you get one.

The Beneteau First 21.0 is definitely a nice boat. It would be interesting to know why Europeans call it “Baby Ben.” I would be grateful if you could tell me!

For a long time, it was the smallest Beneteau made. They now make one or two models smaller than it. So, the family grows…

Is it safe to dry out on the mud? I would like to use in the Solent but many anchorage’s dry out.

Hi Graham: While we’ve seen plenty of photos of boats adry on the Solent, etc, we’ve not experienced that for ourselves. The 21 has a retractable keel, and if left to its own devices, the hull will lower down to the trailing edge of the keel if the keel is supported on the bottom. If not, it will sink down into the mud and the hull will rest on it. The hull is wide and relatively flat further aft, so that would keep the boat level. However, the rudders on the older models (if not all) do not retract. If they rested on firmer substrate, they could be damaged. So, the net-net? Dunno! But, if the bottom is soft, you should be fine.

Any idea where to get the outboard engine vertical track mount? I really just need the part that slides up and down that the outboard mounts to. Thanks!

I MIGHT have an extra – DM me through the site’s contact page and I’ll keep in touch with you about it!

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Weeping, weak and soaked, dozens of Rohingya refugees rescued after night on hull of capsized boat

MEULABOH, Indonesia — An Indonesian search and rescue ship on Thursday located a capsized wooden boat that had been carrying dozens of Rohingya Muslim refugees, and began pulling survivors who had been standing on its hull to safety.

An AP photographer aboard the rescue ship said 10 people had been taken aboard local fishing boats and another 59 were being saved by the Indonesian craft.

Men, women and children, weak and soaked from the night’s rain, wept as the rescue operation got underway and people were taken aboard a rubber dinghy to the rescue boat.

There were contradictory reports about whether anyone had died in the accident, with survivors saying many who had been aboard when the boat departed from Bangladesh were still unaccounted for, but authorities insisted everyone had been rescued.

“We have examined all 69 Rohingya that we rescued and from our examination, there was no information from them about any deaths,” Fathur, a rescue officer who gave only one name, told reporters. “We managed to evacuate all 69 people and no one stated that anyone had died.”

With the addition of six Rohingya who were rescued by private fishing boats that were at the scene well before authorities launched the official rescue mission, a total of 75 people from the boat were saved.

But Samira, a 17-year-old who was among the refugees from the Kutupalong camp in Bangladesh who had been traveling to Malaysia, said there had been 146 people on board, raising the prospect that 71 could still be missing at sea.

She said the boat began foundering three days ago and then capsized on Wednesday, adding that her nephew was among those unaccounted for.

“All of us are very sad,” she said. “We are very hungry and weak.”

When fishing vessels reached the scene on Wednesday, desperate refugees clamored aboard one of the boats, overloading it and causing it to also capsize. It was not immediately clear what happened to the crew on board.

After being informed about the refugees in need of help by the fishermen Wednesday morning, an official search and rescue team set off from Banda Aceh city on Wednesday evening. They didn’t reach the area of the accident until early in the morning and could not initially locate the capsized boat.

When they came upon it midday Thursday, they found the refugees on its hull, desperate for help.

They rescued 42 men, 18 women and nine children and took some to a temporary shelter in the Aceh Besar district and others to a local hospital for treatment.

Amiruddin, a tribal fishing community leader in Aceh Barat district, said those rescued indicated that the boat was sailing east when it started leaking and then strong currents pushed it toward the west of Aceh.

About 740,000 Rohingya fled earlier to Bangladesh to escape a brutal counterinsurgency campaign by security forces in their homeland of Myanmar.

Thousands have been trying to flee overcrowded camps in Bangladesh to neighboring countries, with Indonesia seeing a spike in refugee numbers since November which prompted it to call on the international community for help. Rohingya arriving in Aceh face some hostility from some fellow Muslims.

Indonesia, like Thailand and Malaysia, is not a signatory to the United Nations’ 1951 Refugee Convention outlining their legal protections, and so is not obligated to accept them. However, they have so far provided temporary shelter to refugees in distress.

Last year, nearly 4,500 Rohingya — two-thirds of them women and children — fled their homeland of Myanmar and the refugee camps in neighboring Bangladesh by boat, the United Nations refugee agency reported. Of those, 569 died or went missing while crossing the Bay of Bengal and Andaman Sea, the highest death toll since 2014.

Returning safely to Myanmar is virtually impossible because the military that attacked them overthrew Myanmar’s democratically elected government in 2021 . No country has offered them any large-scale resettlement opportunities.

Tarigan reported from Jakarta. AP journalist David Rising contributed to this story from Bangkok.

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• Sailboat Guide

Neptun 210 is a 22 ′ 3 ″ / 6.8 m monohull sailboat built by Neptun Boote GmbH & Co KG starting in 1968.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

SA = Jib and main. Thanks to András Clér for information and brochures.

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