southerly sailboat review

Yachting Monthly

• Digital edition

Southerly 32 review: one of the most sought after cruisers

• David Harding
• December 14, 2023

Combining space, power and pace with shallow draught, the Southerly 32 is one of the most sought-after cruisers of her size. David Harding finds out more

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Owning a boat that can float in knee-deep water opens up all sorts of possibilities. Whether that matters to you depends on the sort of sailing you do, but for some people it’s fundamental.

In fact, shallow draught is so fundamental to so many that some boatbuilders, such as Parker, Southerly, Alubat (with the Ovni range) and Allures built (or have built) their names and reputations on the ability of their boats to go where few others can.

In the case of Southerly, for a long time their ‘wedge-of-cheese’ keels and shallow single rudders meant compromises in performance, so they mostly found favour among cruising folk who were prepared to trade speed, power and pointing for creek-crawling convenience.

Then all that began to change, to the point where the latest generation of Southerlys, designed by Ed Dubois, Rob Humphreys and Stephen Jones, were true performance cruisers that could more than hold their own against many fin-keelers while still allowing their owners to nudge the bow into the beach and wade ashore.

Smallest of these was the Jones-designed Southerly 32, launched in 2007. Despite being the baby of the range, she was vast compared with a typical 32-footer of the day. Generous freeboard, a slightly raised coachroof and a broad stern made her extraordinarily roomy down below.

Back then, her stern was about as wide as they came, and it was too broad for Richard and Lynaire Readings. ‘We saw the Southerly 32 berthed stern-to in the marina at the boat show and we didn’t like it,’ said Richard.

Despite not being particularly deep, the cockpit is nicely proportioned, secure and well protected. Photo: David Harding / SailingScenes.com

They now own a Southerly 32. As he says, ‘We revised our opinion on that.’ In 2007, Richard and Lynaire weren’t seriously looking to buy a boat of that size or type. Having raced Wayfarers at Parkstone for many years, they had bought a twin-keeled Sadler 29. They wanted shallow draught and the ability to dry out upright, and the Sadler was a good first cruiser.

After a few years with Painted Lady , they moved to a Moody 336, also with twin keels, which gave them more space and longer legs for Channel crossings and cruises to the West Country while still allowing them to explore shallow waters.

Moving up – and down

Although the Moody suited them in many ways, Emmie wasn’t the easiest of boats to handle because of her masthead rig and large genoa. A good deal of physical effort was involved, and Richard and Lynaire reached a point where they wanted something easier.

A cockpit tent is supported by the frame above the helm. It zips on to the sprayhood to create a fully enclosed cockpit. Photo: David Harding / SailingScenes.com

It didn’t have to be any bigger for the two of them; just less tiring to sail and with enough space below decks to allow them to go cruising and to live aboard, mostly away from marinas, for six weeks over the summer.

It made life relatively easy that only one boat was on their list: the Southerly. They had looked over a Southerly 38 (too big) and sailed on a friend’s 35RS as well as a 110, so they were familiar with Southerly as a breed.

The self-tacking jib was a major attraction, together with the minimum draught of just 2ft 7in (0.8m) with the keel raised. Another requirement to simplify sail-handling was in-mast reefing. It’s not commonly seen on Southerly 32s, so they were pleased to find Flapjack , very close to Southerly’s home in Chichester.

Even better, Flapjack came with a whole host of extras including a bow-thruster (considered almost essential on a boat with twin rudders and a lifting keel) and an electric coachroof winch on the starboard side to handle the main and jib sheets. ‘We found a boat that had been well thought-out, well equipped and well looked after,’ said Richard.

Flapjack moved to her new home in Poole in 2019, just before lockdown. The timing meant that she was used less in the first couple of years than her new owners might have hoped but, since then, she has covered a good many miles along the south coast and proved to be exactly what Richard and Lynaire thought she would be.

Slightly shorter than the Moody and with a little less stowage, the Southerly 32 has nonetheless been more comfortable for living aboard and the swing keel has allowed them to continue to visit the shallow harbours, rivers, creeks and estuaries where they like to spend time. They have yet to cross to France in Flapjack but have the Scilly Isles in their sights for 2024. Wherever they go, they tend to choose quiet anchorages away from marinas and, with plenty of solar panels, are able to live independently for some time.

An extensive array of solar panels allows independence from shore power during extended cruises. Photo: David Harding / SailingScenes.com

For Richard and Lynaire, cruising is not about bashing across miles of open ocean or through heavy conditions in order to get somewhere. They have a boat that’s capable of doing that and, as competitive dinghy sailors in their day, they know a lot more than many cruising sailors do about how to harness that capability. For them, the pleasure of cruising is in relatively gentle sailing and enjoying the tranquility of a remote anchorage.

The fact that the Southerly 32 can swallow miles quickly and efficiently is still important, however. Reaching those nice-to-be places would otherwise be impossible or would take a lot longer. A high-volume caravan that’s too slow to get out of its own way would be of little use.

Large windows at the forward end of the raised coachroof give a view out from down below. Photo: David Harding / SailingScenes.com

The harder it blows

You don’t have to spend long sailing the Southerly 32 in any breeze to realise that she’s a fast and powerful performer. We stayed inside Poole Harbour on the day of our sail, because a brisk easterly would have made it lumpy in the bay and Flapjack is more accustomed to calmer waters and comfortable angles.

With the tide high and the worst of the summer traffic out of the way, we had a reasonable amount of water to play with even if it was hardly a test of seakeeping qualities and we couldn’t let the Southerly 32 get too settled in one direction before we had to tack.

In our favour we had the ability to bring the keel part-way up so we could sail in water that would have been too shallow for most 32ft performance cruisers. Of course, reduced draught meant increased leeway upwind, but as soon as we rejoined a channel we dropped the keel to regain our full draught of 7ft 4in (2.26m).

A well-established feature of the Southerlies is that they carry two-thirds of their cast iron ballast in the grounding plate. This is set flush into the bottom of the hull and provides protection against drying out on hard and lumpy surfaces. The rest of the ballast is in the high aspect-ratio keel, which swings up to leave a flush bottom.

Chainplates taken to the side of the coachroof allow an overlapping headsail to be used with tracks on the side decks. Photo: David Harding / SailingScenes.com

One effect of this arrangement is that raising the keel still leaves plenty of ballast low down for a good righting moment. Another is that there’s no need for the designer or builder to compromise the draught. When you can raise the keel at the touch of a button, you’re not bound by the same constraints as with a fixed fin.

With around 4ft 7in (1.4m) of keel projecting below the hull, it can be an efficient section, provide a lot of bite and place a healthy portion of the ballast respectably low, so as variable-draught solutions go it’s a pretty good one from the sailing perspective.

Sailing the Southerly 32 gently in a breeze that was gusting to around 20 knots, we left a few rolls of the mainsail inside the mast and clocked an easy 6.2-6.3 knots upwind. When a gust hits, the Southerly 32 is one of those rare boats that heels a little further and simply accelerates, with scarcely any change to the feel of the helm.

The boat can be sailed with the keel partially raised thanks to the ballast in the grounding plate. Photo: David Harding / SailingScenes.com

Weather helm is minimal. Twin rudders almost inevitably lead to more friction and less feedback than with a single rudder, and an autopilot adds drag. The steering is light and responsive nonetheless, and the balance such that the boat was happy to carry on in a straight line for some time if the wheel was let go.

Tacking with the self-tacker, is, of course, as simple as can be and that has made an enormous difference for Richard and Lynaire. The electric winch for the sheets helps too, even though it means having both main and jib sheets on the same side.

In light to moderate conditions with the wind a few degrees either side of the beam, Flapjack can often be seen sporting a gennaker. Set on a furling system, it can play a major role on a boat with a self-tacker or a blade headsail once the wind comes off the bow. ‘It almost doubles our boatspeed,’ says Richard.

Given her generous displacement the Southerly is unlikely to be a flyer in light airs, so extra canvas like this can help compensate for the area lost through having a self-tacker and in-mast reefing.

In-mast reefing was an extra fitted to some Southerly 32s. Photo: David Harding / SailingScenes.com

Go with the flow

After a tack, it helps to sail slightly deep to build up speed and re-establish good laminar flow over the keel. That apart, there’s little you need to think about except enjoying the sailing.

At the helm you have a comfortable seat outboard of the wheel either side. It’s a large single wheel, and that works because the cockpit doesn’t use the full beam of the boat. It leaves space for the side decks to run all the way to the transom, and makes the cockpit narrow enough to feel secure rather than like a dance floor. A folding wheel would simplify moving forward from the stern, and that has been considered on Flapjack .

Large windows in the raised coachroof and neatly finished joinery with plenty of solid trim are Southerly hallmarks. Photo: David Harding / SailingScenes.com

Richard and Lynaire sail with the sprayhood up and also have a full cockpit tent for use at anchor, supported on a frame that runs across the boat above the helm station. Richard notes that you can’t reach the mainsheet from the helm, whereas the Southerly 38 has a German mainsheet system. In open water they mostly sail on the autopilot with a remote control, so it’s only potentially an issue when they’re sailing in confined waters. That said, the Southerly is so well mannered that you would rarely have to dump the mainsheet in a hurry to maintain control.

Below decks

The immediate impression below decks is of brightness, space and quality. The finish on Flapjack , as on many Southerlies, is in cherry. It’s a relatively soft wood that doesn’t always wear as well as some, but in this case it looks good, has worn well and incorporates nicely finished solid trim.

A chart table with generous instrument space as well as stowage for charts and books. Photo: David Harding / SailingScenes.com

At the foot of the companionway steps, you’re at the highest point of the accommodation because the sole is also raised. From here you drop down a level forward into the main part of the saloon or aft into the heads and aft cabin.

From the galley to port and chart table to starboard by the companionway, you benefit most from the raised sole and the raised coachroof with its large windows. In the saloon, the keel case is neatly incorporated into the table and is remarkably unobtrusive. The forecabin – down another level – is comfortably proportioned but the aft cabin, abaft the galley, is the master cabin. It has direct access to the heads via a stoop-through door beneath the bridgedeck.

To port by the companionway, the galley provides all the essentials and a good view out. Photo: David Harding / SailingScenes.com

Although Richard and Lynaire think the stowage could be better, there’s more than on many boats. Headroom and berth lengths are both generous on the whole and it’s clear that this is a boat on which you could live comfortably for several weeks at a time.

Southerly 32 surveyor’s view

Ben Sutcliffe-Davies , Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

Northshore has produced many reliably built yachts. Shallow draught yachts are always something of a compromise, but the design of the cast iron grounding plate is reasonably reliable in many locations around the UK, especially for tidal rivers with soft mud and softish sand like on the East Coast. However, I’ve attended insurance claims in the Welsh estuaries where yachts regularly ground in poor weather on harder river beds of hard sand and shingle. If looking to buy one, always ask where she has been moored. The cast iron keel system needs servicing every 5-10 years, so check its history.

Line-tidy hooks instead of halyard bags help keep the knitting under control in the cockpit. Photo: David Harding / SailingScenes.com

Unfortunately, I’ve also had various models all suffer GRP keel box failures. In poor weather, the corners of the GRP can work into the GRP box. Try and look around the internal GRP recessed boxing. Fastenings are very hard to access but ensure they are all clean and dry, with no ‘tea’ staining to suggest weeping. Also look carefully at the bonding of framework supporting the keel box in the bilges. A heavy grounding can occasionally detach this.

Check the rudder blades are in good order and undamaged from regular groundings. I’ve seen several with slightly bent stocks. The decks are balsa-cored, which is fine as long as moisture has been kept out. Common areas of issue are around the mast wiring deck glands. Also look carefully around the jib track anchor points. Finally, the teak cappings stand slightly proud and can suffer from damage from the lifting strops when being lifted out.

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If you want a cruiser of this size that’s fast, roomy, comfortable and easy to manage, as well as capable of almost floating on a wet lawn, the Southerly is likely to be on a very short list. It’s easy to see why Richard and Lynaire didn’t feel the need to look at anything else.

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• Sailboat Reviews

Southerly 110

Beachable yet able to navigate open-ocean waters, this swing-keel vessel offers versatility, if not a lot of horsepower..

This picture is worth considerably more than a thousand words. It’s the image of the Southerly 110 nearly high and dry, with it’s bow up on a beach, the boat surrounded by nothing but shallow water and sand. The photo is eloquent testimony to the unique and remarkable capabilities of the vessel’s swing keel, and the go-anywhere, two-and-a-half-foot-draft-with-beachability concept that has gained a devoted following for the Southerly family of unique cruising auxiliaries built by Northshore Yachts, Ltd.

Self-proclaimed as “world leaders in swing-keel yachts,” the Chichester, England-based company has been building “variable-draft cruisers” since 1975. Well over 750 are extant. Via transatlantic crossings and circumnavigations, as well as gunkholing, the boats have proven eminently successful.

The first Southerly (the 28, designed by John Bennett,) was introduced in 1975. In 1978, Northshore commissioned American designer Dick Carter (at the time one of the most sought-after racing boat designers in the world) to refine the swing keel concept. “I remember,” Carter said recently, “first discovering the joys of cruising the harbors and bays of Brittany…until the tide went out. I’ve been to the Bahamas and was drawn to the shallows there…Being able to explore them all made tremendous sense.” Working with Northshore, Carter developed the 105, the flagship 145, a 48-foot ketch introduced in the early ’80s, and several robust and well-accepted models in between. They all had single, shallow-draft rudders on the centerline, afforded interior as well as exterior steering stations, and carried hefty, wedge-shaped keels.

When the company changed hands just over three years ago, Rob Humphreys—another designer known best for his success on the race course—was tapped to work with the Southerly line. Beginning with a retrofit of the S135, he created a dual-rudder system. This was a crucial enhancement because the shallow centerline rudders necessitated by minimum-draft hulls on the older boats couldn’t develop enough lift to be efficient in heavier air when sea conditions tax steering control. Humphreys also sculpted the keel into a higher-lift, foil-like configuration in addition to thickening it at the bottom into a bulb-like shape that aided the boat’s sail-carrying capacity.

The S110, the 35-footer that appeared in the U.S. for the first time early in 2005, is the first Southerly that Humphreys has done from scratch. “When Brian Moffatt sold the company to Lester Abbott, the new owner, he brought some changes with him,” Humphreys explained. “The focus now is much more on performance. The boats used to be sort of motorsailers. They are still well-built, but now we want them to be good all-round sailboats, too.”

Design The heart of the S110 is her hydraulically operated swing keel. It differs remarkably little from the original mechanism that the boats of the ’70s and ’80s were built around. The assembly includes a large cast-iron housing, the keel itself (also cast iron), and the machinery to raise and lower it. According to Humphreys, “North-shore has evolved the lifting-keel system from the beginning, and we’ve stayed with it.” With the S110 (and the Raised Saloon 35, a sister design introduced subsequently), the plate is eight feet by four feet, three inches deep and weighs 4,455 lbs. The keel weighs 2,310 lbs. This gives the boat (which weighs just over 15,000 lbs.) 6,765 lbs. of ballast. The S110 is thus on the heavy side for a cruiser of her size, but enjoys a very high (45%) ballast/displacement ratio.

Curmudgeonly though it may seem, at PS we harbor a deep-seated mistrust of massive movable underwater weights and the systems necessary to control them. Pry, poke, poll, and investigate as we could, however, we unearthed no evidence of a Southerly keel system failing. One owner testified: “I got beneath the boat, undid the nuts, and had the boat literally lifted off her keel after five seasons…no wear on the pivot pin…no problems at all.” Said another, “I’ve heard of people renewing the Spectra pendant every five years or so, but that’s about it.” The hydraulic system (through-bolted to the grounding plate) is rated “robust” and “durable” by other owners. On the S110, it are operated by an electric pump, but there is a manual backup. (“It takes about three minutes to bring the keel all the way up by hand.”) Clearly, a big part of the Southerly’s success comes from a swing keel that does what it’s supposed to, reliably and well.

But a two-ton keel is somewhat obtrusive—accommodations are certainly affected. And there are definite requirements in the shape of a hull that’s designed to sit flat on the ground when the tide goes out. The steering, powering, and sea-keeping ability, along with the volume distribution and virtually every aspect of the S110’s design revolves around her unique, retracting keel.

Superior sailing performance has long been a big part of Humphreys’ design objective. “When you calculate the ratios, you’ll find that the S110 has perhaps less sail area for her displacement than the average American cruiser,” explained Humphreys, “but when you think in worldwide terms, I believe that she is slotted about right for pure cruising. Her smallish sailplan means that you need not reef so early and makes her more manageable and pleasurable to sail.” The S110 has a standard masthead rig with an overlapping (110% or 135%) genoa. Humphreys added: “We’re also particularly pleased with the alternate rig configuration offered first on the RS 35 (and soon to be available on the S110). In that sailplan, we’ve lengthened the mast, enlarged the mainsail, and married it to a blade jib that is self-tacking. We’ve seen real gains in pure performance and certainly appreciate the gains in maneuverability and tacking ease.

“There’s no doubt that the dual rudders work well.” Humphreys continued. “As the breeze comes on, the lee rudder becomes increasingly vertical and thus gains efficiency. There is some slight parasitic drag from the dead rudder to windward at lower speeds, but overall we’re very happy with the result. Combined with the capacity to change the trim and center of lateral resistance by raising the keel, the new Southerlies offer helming feel and control that are exceptional.” A byproduct of the twin rudders is the elimination of “prop wash” as a maneuvering component under power. Many owners have specified bow thrusters, even in boats as small as these 36-footers, as a result.

Both the S110 and the RS 35 (“I’d choose the interior of the 110 with the rig of RS 35,” Humphreys told us) share some of the same characteristics: They have positive righting moments (keel down) to a remarkable 150°, for instance. The boat’s high ballast/displacement ratio plus the form stability derived from her virtually flat-bottomed midsection make her very stiff as well. When the keel is extended to its full 7′ 2″, the righting arm achieved gives her remarkable sail-carrying capacity. Still, when the keel is retracted fully, her generous ballast gives the S110 stability that is remarkably close to that of a conventional fin keeler. Said John Hiltunen, Northshore’s U.S. sales manager, “Sailing the boat on the wind with the keel up is quite possible. Normally the degree of heel is no more than five to 10° greater. You make considerable leeway, of course, but it’s a nice feature of the boat to have should you need it.”

Humphreys describes the S110 as having a “relatively high prismatic.” By “filling up the prism” described by her length and width, she tends to eliminate hydrodynamic curves and “corners” that can make for irregular water flow and squirrely behavior in a seaway. At the price of some added wetted surface, the designer has sculpted a boat that is at her best at the top of the wind speed range. Her relatively high sides also help keep her deck and cockpit dry. Then there is her rounded entry—Humphreys’ remedy for pounding in head seas. Minimal rocker makes the S110 quite easy to turn. Though she’s obviously at home in shoal-water locales, this 36-footer has also been bred to be at her best where the water is deep and the breezes strong.From the beginning, the Southerly aesthetic emphasized function and substance rather than style. With the S110, Humphreys has moved the boats in a more contemporary, sprightly direction. Gone are the double rows of ports that gave an apartment-block look to the older boats, replaced now by a single band of stylized hull ports and a modern expanse of (semi-tinted) house windows. The house silhouette is streamlined and low, the stem and stern angles purposeful, the sheer just-sprung and virile; the Southerlies look like motorsailers no longer.

On Deck The Southerly 110’s cockpit affords its inhabitants substantial protection. It begins with high coamings and continues with a large bridgedeck where one could perch comfortably in foul weather, snug beneath the dodger with legs dangling in the companionway.

A central opening in the transom facilitates boarding as well as the use of the small (10″ shelf) swim platform. This opening is spanned by a hinged fiberglass helm seat that sits just aft of the Whitlock steering pedestal. The cockpit seats are long enough to be used for sleeping because they extend into the bridge deck.

All sail control lines from the mast are led aft to line clutches in front of twin cabintop winches. For the headsail sheets, Lewmar 44 primary winches are mounted on the coaming, but at somewhat of a stretch from the helm.

The mainsheet traveler is mounted just forward of the pedestal, so it does divide the cockpit in an awkward fashion, but also provides a better sheeting angle for performance.

If there’s a flaw in the deck layout, it’s the lack of space on the side decks, especially just outboard of the bridgedeck. This is the price a designer pays to incorporate more volume within the coachroof.

Accommodations Compare the S110’s accommodation plan with a standard fin-keel cruiser and you’ll bump up against one of the larger drawbacks of the swing keel—it takes up living space. Northshore and Humphreys have done a good job of arranging the S110’s interior so that the space hogged by the keel box is minimal, and so that the integration between the trunk and a galley counter and settee divider is as seamless as possible, but it’s not hard to envision more elbow room and better traffic flow were it not there.

The 110’s deep, high-sided hull and house afford better than 6′ 4″ headroom, which is nice. However, her raised galley with athwartships counters houses some awkward corners. Still, the area seems sited well to serve cockpit and saloon and to enjoy the freedom from motion afforded by being at the boat’s longitudinal center. The head, located at the bottom of the companionway, is generous, double-doored, and contains both an efficient shower and good oilskin stowage. Countertops in both head and galley are fashioned from Nordstone, a Northshore product available in a range of colors, none of which appear to be found in nature.

Forward and aft cabins are designed and executed along the lines of those in many modern cruisers of this size. In addition to the generous double berth, the aft cabin includes a vanity and stowage enough for a cruising couple to make this their base. But the sole opening port signals a serious lack of ventilation. Forward, there are options for two, or three single berths. The port berth in the latter set up measures 7′ 2″.

The primary casualties of space due to the swing keel come, not surprisingly, in the boat’s midsection. There you have a cramped and awkward settee to port and the minimal navigation station to starboard. Though the table pivots nicely to admit people into the settee and functions as well as fixed furniture, the space given over to this social center of the boat is not enough to assure elbow room and relaxed comfort. While we don’t favor over-sized nav areas in boats under 40 feet, the S110 has a chart table barely big enough for half a chart, and the instrument display cabinet lacks space.

Because the boat is cut in half at this point by the trunk, spaces on both sides suffer. One antidote was Humphreys’ use of a deck beam girder in the mast step area to avoid the use of tie-rods and chainplates and thus open up some interior space. The plan works, but we wondered why a tie-rod for the aft lowers was added.

The midships stowage afforded by the S110 was excellent. We especially applaud the elegant ingenuity of her built-in wine rack.

An additional problem with the S110 is ventilation. The companionway hatch plus the aforementioned opening ports in the cockpit and two small cabintop hatches (plus two overhead Dorades) are the sole openings aft of the mast. While the deck vents work well at sea, the breezes they admit cannot be called “tropical.” Boats built in the UK rarely evince much thought given to airflow; and the Southerly is no exception.

It’s reassuring to know that Southerly builds just 30 boats a year. This means that each boat is an “owner’s boat,” and that the company works with individuals, helping them choose the features, woods, fabrics, and options that will go into their vessel. “We have standard elements, but most owners enjoy picking and matching to create their own boat where they can,” explained Hiltunen. “The biggest change (since the new ownership) has been in the use of unusual woods: American cherry, English oak, Japanese maple, etc. We’ve also paid much more attention to electronics. The nav-aids and conveniences aren’t just bolt-ons, we’re doing our best to build them in. When we started sending boats to the U.S., we learned that shore power and a holding tank made little sense as options. We’ve changed our thought on that and made them standard items.”

Most owners are happy with the finish and function of their boats, but there are some glitches. “These are just niggles, but we are unhappy with some of the gaps in the joinery and carelessness in the sealing around the windows,” one owner told us. Said another, “I looked for the longest time for a mysterious leak only to find the bolts holding he anode to the hull eaten away.”

Performance When we sailed the Southerly 110 (with a tall rig) in Miami, the most breeze that we experienced was 12 knots of true wind. For a boat that’s “at her best in 20 and above,” it was not an ideal trial. However, we were able to answer some of our questions. The steering is a brilliant success. Even in light air the feel on the S110’s helm was sensitive and accurate to an impressive degree. The vessel was responsive when we made repeated tacks, retaining control despite progressively losing way. She is an easy boat to turn.

However, even with the tall rig we sorely missed the sail area that would have enabled us to make the most of those lightish winds. A drifter and a gennaker (along with a removable bowsprit) are available as options for the S110. Unless the prevailing breezes in your local waters are strong or your plans involve nothing but passagemaking, you would be wise to invest in the additional light-air sails necessary to add some life to this heavy boat.

We did try beating with the keel retracted. In the benign conditions of Biscayne Bay, the difference was remarkably slight when we put the boat on the breeze with her keel fully lifted. She tacked through 100°, accelerated well, and made leeway that was hardly noticeable. More breeze and bigger waves would sap this performance, we guessed, but we were pleasantly surprised at how mannerly the S110 was, even sailing upwind, in the shallow-draft mode.

With her keel deployed to its full 7′ 2″, the helm was lighter and it was no problem to bring the apparent wind to less than 35°. Footing like this seemed to put her at her best in light air. Steering up close to the wind the boat felt “pinched” and lost much of her drive. Hultinen offered some perspective: “We’ve done test sails, quite happily, in 35 knots.” Given her robust construction, smallish rig, and potent sail-carrying capacity, we could see that North Sea breezes might show the S110 to better advantage than Florida zephyrs. Humphreys has designed a nimbler, more modern Southerly, but one whose sail area still appears a bit small for her considerable displacement.

Conclusions There’s more to performance with a Southerly than tacking angles and boat speed. The boat’s shallow draft capabilities move her into a whole different realm. Many dinghy hassles go away when your boat is, in effect, her own dinghy. The anchorages to explore, the navigational ease to enjoy, the safety and convenience to exploit, and the special features to relish, all of these are unconventional benefits when you have no conventional fin-keel. Of his rock-hopping in Finland, one owner reported that, though he hadn’t missed them all, the rocks had left his keel without a mark because of the shock-absorber effect of a keel that bounces when others crunch. “And if you run aground at speed,” he said, “that safety factor extends to keeping the rig in the boat.”

Another owner who deemed himself a “lifelong fan” of his Southerly perhaps captured it best: “I have the boat to go where others dream to go but can’t.” Despite being a bit cramped downbelow and a bit undercanvassed above decks, the Southerly 110 compares favorably with a number of “normal” cruisers. She is not cheap (priced at just over $213,000 at the current exchange rate) and, despite work on a new plant (which will double yearly production to around 70 boats), she is currently hard to get. Still, she offers significant and worthwhile cruising capabilities that you really can’t get in many other production built monohulls.

Contact – Northshore Yachts, 941/351-4222, www.northshore.co.uk .

Also With This Article “Southerly 110 In Context” “Construction”

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Southerly 47: A solid voyager with swing keel flexibility

Northshore Yachts Ltd. in the U.K. has been designing and building rugged variable-draft voyaging yachts that have proven themselves both in sailing performance and seakeeping ability since 1971. The boats have proven themselves not only as racers and coastal cruisers, but also as bluewater passagemakers and able circumnavigators.

Today the company’s fleet ranges from 32 to 67 feet and produces about 60 boats a year at its factory in Itchenor, West Sussex. The yard’s newest launch, designed by Stephen Jones and the Northshore Design Office is a superb example of a modern yacht that has all the characteristics of high performance and offshore ability with variable draft, thanks to a unique swing keel. For precision helm control the yacht also sports twin rudders — a hallmark of Northshore Design.

The Southerly 47 evolved from the yard’s earlier 45-footer, flagship of the Southerly fleet.

The 47 features a fractional rig with a self-tacking jib and large fully-battened mainsail for powerful performance. Dacron sails are standard, with the upgrade to laminates as an option. There is an asymmetric gennaker that can be flown from an optional stainless steel bowsprit in light air. As an option, owners can choose a double headsail (jib and overlapping genoa). A storm jib on a removable inner stay is available as is an in-mast or in-boom furling. The headsail has a Furlex headsail reefing system as standard equipment.

A crew of two The fractional rig is by Selden and has double swept back spreaders. Spars, including the Park Avenue boom, are anodized aluminum.

The boat is designed to be sailed by a crew of two and as such all sail controls are led to the cockpit. The mainsheet track traverses the coachroof with sheets led aft to each of the twin helm stations. This provides for ease of handling from either helm and keeps the cockpit clear. All winches are by Lewmar. The cockpit itself is deep and secure with ample seating for guests and a centerline table for entertaining. In addition to the dedicated helm seats there are also teak bench seats mounted on the stainless steel stern rail. There is also a fold down transom door for access to a large stowage area that is perfect for a dinghy.

The fore deck is clean thanks to a very low-profile cabin trunk. The pilothouse profile is equally sleek and European in its styling and has unparalleled visibility due to its low profile.

Belowdecks, the interior space has been configured to maximize space with the raised saloon to port and additional seating to starboard and below. The galley and the navigation station are opposite each other, one either side of the companionway for ease of access. Navigation electronics are at the owner’s discretion — Northshore Yachts recommends Raymarine ST60 wind and depth instruments.

The galley is fully equipped for living aboard or for long-range voyaging. It has two stainless steel sinks, pressurized hot and cold water with mixed taps, Corian type Aspen Glacier countertops and a three-burner gimbaled range and oven. The reefer/freezer is a front-loading stainless steel unit.

Three-cabin layout The yacht has a three-cabin layout with a spacious owner’s cabin, centerline bed and en suite head and shower. There is a port midships cabin with over and under bunks which also can be used as an office or study. An additional head and shower are immediately to starboard and are shared with the forward cabin, which has a double vee berth. All cabins have large, deep hanging lockers and additional built-in storage. Interior joinery is either solid cherry or mahogany and marine faced plywood. The cabin soles are teak-striped non-slip laminate.

The hull is constructed of heavy GRP, laid up using Northshore’s Nordseal laminating system which incorporates multi-axial and unidirectional reinforcements. The keel box runs the entire length of the hull layup and sandwich construction stiffening runs the entire length of the hull topsides. All bulkheads are bonded to the hull during layup along with additional transverse frames and longitudinal stringers. The decks are GRP sandwich construction with stressed areas reinforced with unidirectional glass.

For power there is a Yanmar 4JH4-TE 75-hp four-cylinder fresh water cooled marine diesel turning a three-bladed bronze propeller. Bow thrusters are optional. To protect the propeller when the vessel is dried out, a very substantial skeg has been fitted to the centerline. Auxiliary power comes from three heavy-duty, alternator-charged batteries. Fuel tanks are non-metallic and carry 130 gallons. Water tankage is 110 gallons.

Twin rudders standard Semi-balanced twin rudders have been standard on Northshore’s Southerly yachts. They offer precise control, directional stability and the security of an extra rudder. The twin stainless steel cockpit wheels drive the rudders with a Whitlock steering system. An emergency steering system has also been installed.

Perhaps the most unique feature of the Southerly line beyond the twin ridders is the unique swing keel. The concept was first developed for the Southerly 33 in 1978 and has continued to be employed by Northshore ever since. The swing keel has satisfied many owners’ idea of a perfect yacht — deep draft for powerful performance and shoal draft for convenience, safety and versatility. For deep draft performance the cast iron keel offers greater stability due to an increased righting moment. According to Northshore Yachts, the boat is stiffer and works to windward with great efficiency. The keel’s aerofoil shape also reportedly allows the boat to point high, at least 30 degrees, with minimal leeway. Raising and lowering the keel is done with an electrically-activated hydraulic pump backed up by a manual system.

When retracted, the cast iron fixed ballast, which is recessed into the hull, acts as a grounding plate allowing the boat to rest on the plate in complete safety and “dry out” in an upright position. The boat can literally be berthed on the beach with confidence.

With such flexibility, plus its other attributes, the Southerly 47 is a boat worthy of serious consideration by any voyager.

By Ocean Navigator

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Used Sailboat Review for Southerly 115

Posted December 2, 2021

History and Build of Southerly 115 Variable Draft Sailboat

It could be argued that the English have been building sailing yachts basically since the word “yacht” was introduced (quick Wiki search says the term “yacht” is actually of Dutch origin”). The UK marine marketplace seems to be its own ecosystem with many of their domestic models and builders seldom getting mention in the North American market.

Southerly is a quality English builder with a unique swing keel design. Given the quality construction, sailing performance, and unique shallow water capability, it is a little surprising that the Southerly concept has not established itself in the North American market more than it has.

Southerly, a brief history

Southerly’s first production vessel was the Southerly 33 introduced in 1978. Since then, more than 1100 Southerly yachts have reportedly been built. Recent years have proven to be a little unsettled for the builder with back-to-back bankruptcies in 2013 and 2014. Southerly was finally acquired by Discovery Shipyard in 2017 with production continuing on the Southerly 33, 38, and 42 models. Despite past financial troubles, Southerly has been able to constantly maintain a reputation for building quality sailing vessels. Southerly exclusively builds “variable draft” vessels allowing access to shallow waters that traditional displacement boats cannot access.

The “variable draft” capability on all Southerly models is accomplished with its trademark swing keel design. The swing keel system (overly simplified) is a cast iron fin keel mounted with a pivot attached to an integral cast iron receiver/grounding plate; the keel is raised and lowered with a pennant connected to a hydraulic piston that can be electrically or manually powered. The lowering and raising symmetry is similar to a traditional centerboard. The difference is that the swing keel being raised and lowered accounts for almost all of the vessel’s ballast, as opposed to virtually no ballast being incorporated into a traditional centerboard. Southerlys are designed and built with twin rudders that are capable of supporting the boat on an even keel when the boat is beached and/or the tide recedes. The variable draft is ideal for cruising in areas with shallow water such as the English coast, the East and Gulf Coasts of the United States, the Bahamas, and Florida Keys.

Southerly 115

The Southerly model 115 was built by Northshore Shipyard which built all Southerlys between 1978 and 2014. Production of the 115 began in 1983 with Series I, II and III versions introduced over the years. Early models were designed by Dick Carter; later versions were a collaboration between Dick Carter, Rob Humphries, and the Northshore design team. The vessel can reportedly be safely sailed with the keel in the up or down position.

As with all the Southerly models, the overall fit and finish of the cabinetry is above average as are the mechanical and electrical installations. The head room in the 115 is limited, in part I am told to accommodate the swing keel mechanism.

As far as hydraulic systems go, the mechanism for raising and lowering the swing keel is quite simple. The rest of the vessel’s auxiliary systems are essentially the same as many other production boat systems. The Lewmar Torque Tube steering, which is considered almost bulletproof and overkill for a moderate displacement vessel, is just one indicator of the quality mindset of the builder. The 115s that I have surveyed were powered by the ever-trusty Yanmar diesel engine. Electrical and LPG systems favor European installation guidelines.

When in the water, the conservative but modern profile tends to blend in with other marina occupants. When the vessel is hauled for storage or service, the swing keel, propeller skeg, and twin rudder design easily set the Southerly apart. The Gelcoat on the deck and topsides appears to weather well. The light blue gelcoat options appear to fade and craze quicker than the traditional white. The cockpit and deck layout are designed with cruising the North Sea and English Channel in mind and not dock lounging.

Findings and observations

Cockpit exit and entry, especially with the Bimini or dodger installed, was somewhat awkward, partially due to North Sea-inspired cockpit design and likely a trade-off for gaining needed interior volume.

The bow thruster is almost mandatory; with the keel in the up position, docking dynamics change drastically, especially in a cross wind.

The cast iron swing keel and plate need to be periodically refinished, as rust will eventually start to work its way through the primer and barrier coats.

GFCI interior electrical outlets were not installed as original equipment.

The conventional shaft seal installed at the factory used a light gauge Bronze/brass hose barb that becomes fragile over time. I have had two break with minimal effort applied.

Market place

As of January 2021, there were currently five Southerly 115s available worldwide on Yachtworld with a wide range of asking prices. Prices range from $48,000 to $140,000.00 with only one available in North America.

~By Captain Tarn Kelsey of Annapolis Marine Survey

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Southerly 115

Posted by Tom Wells | Boat Reviews , Reviews

Because its generous beam gives it high form stability, the Southerly 115 achieves good windward performance without excessive heel.

A true shoal-draft cruiser from the UK

When you are used to sailing a performance cruiser with a 7-foot draft, the prospect of spending winters in the shallow waters of Southwest Florida can be daunting. That was the dilemma facing Chris and Laura Mlynarczyk, who enjoy summers aboard their German Frers-designed Swan 40, Allegro, on Lake Michigan. They were concerned that a boat capable of meeting Florida’s draft requirements would be a less satisfying platform, but they found an answer in 2017 when they purchased their 2006 Southerly 115 Mk IV, Blue Sky . In March 2018, my wife, Sandy, and I met Chris and Laura aboard Blue Sky at Burnt Store Marina in Charlotte Harbor on Florida’s west coast.

Chris, a Chicago-area native, was drawn to sailing at an early age when he saw the movie Mutiny on the Bounty . He became a classical guitarist, performing and teaching as he earned his MBA. During this time he took up sailboarding, and eventually he served as crew in three Chicago-Mackinac races. He owned an IOR Half Ton raceboat while in Chicago. After moving to Southern California, where he spent six years, he gained experience on a variety of boats, including Santa Cruz race-boats and J/40s, and sailed a Transpac race aboard a TP52. He spent the next several years in Dubai, and after his return to Chicago sailed a Baltic 35.

Blue Sky’s swing keel draws 8 feet. The bow thruster was standard on Mk IV models of the Southerly 115.

During this time, Chris met Laura. When they found their Swan 40, they knew it was the boat for them and they brought Allegro home to Racine, Wisconsin. Because of her growing love for sailing, Laura suggested they could use a second boat for winter sailing. Adding the Southerly 115 as their Florida boat made an ideal sailing situation for them.

The foredeck on the Southerly 115 is furnished with heavy stainless steel cleats atop the bulwarks port and starboard, and a windlass and substantial Samson post inside the anchor locker.

Northshore Yachts of Chichester, England, began producing the Southerly line in 1975 with the introduction of the Southerly 28. It was designed for true shoal-draft sailing and had to be able to dry out in the tidal estuaries around the United Kingdom while retaining good stability and performance qualities.

When looking for a reliable and sturdy design for larger shoal-draft cruisers, Northshore turned to Carter Offshore, a Boston-area design firm known mainly for IOR raceboats. In 1980, the company introduced the Dick Carter-designed Southerly 95, followed in 1983 by the Southerly 110, which evolved into the 37-foot Southerly 115 with more interior space and a center cockpit.

The first version of the Southerly 115, referred to as the Mk I, had a drop keel in the shape of a triangular airfoil and a single shallow rudder to match the keel-up draft. That rudder showed a tendency to ventilate as the boat heeled under certain conditions, so Northshore had British designer Rob Humphreys modify the 115 and introduced it as the Mk II. Humphreys is known for many successful designs, including Dame Ellen MacArthur’s Open 60, Kingfisher .

One trade-off with the center-cockpit design is that the cockpit seating, at just under 6 feet long, does not allow taller crew to stretch out fully for napping. The seats have inlaid teak and there is locker stowage beneath the starboard one. A recess to starboard of the helm houses the engine controls. Lewmar 44 primary winches are mounted on the coamings, and cubbies beneath them provide stowage for winch handles and other loose items.

Under Humphreys’ direction, Northshore modified the drop keel to provide greater depth and lift, and fitted twin rudders to maintain shallow draft and provide directional control when the boat heeled. Further modifications made in the following years resulted in the Mk III and Mk IV. These modifications were above the waterline and did not affect sailing qualities. The Southerly 115 remained in production until around 2007. Between 250 and 300 hulls were produced.

Northshore Yachts was recently acquired by Discovery Yachts Group, which now produces a line of larger shoal-draft Southerly Yachts in Southampton, England.

Catbird seats built into the stern rail provide an excellent view for backseat drivers.

Construction

The Southerly 115 has a solid hand- laid-up fiberglass hull below the water- line. The topsides and the deck are cored with balsa except in load areas, where plywood core was substituted. The hull and deck are joined at the top of a bulwark with a through-bolted flange that was also chemically bonded. A teak rail caps the joint.

Internal ballast for the Mk I was a cast-iron “pancake” weighing 4,962 pounds. The hydraulically operated 2,016-pound iron swing keel brought the total ballast to 6,978 pounds and provides added righting moment when down. The Humphreys modifications for the Mk II and later models added weight to the keel, raising the ballast figure to a total of 7,597 pounds.

A fiberglass floor and furniture pan also covers the swing keel well; a separate fiberglass headliner finishes the overhead.

Hatches are fitted to port and starboard aft on the forward cabintop and there is a solar vent on the starboard side, above the head. The companionway hatch slides into a sea hood and lines from the mast are led through deck organizers along both sides of the sea hood and aft to the cockpit.

The rig is a deck-stepped Seldén double-spreader aluminum mast supported by a compression post in the cabin. A single chainplate anchors the upper and intermediate shrouds on each sidedeck; lowers attach to a separate chainplate aft. The wide cabin trunk restricts sidedeck space, but because the chainplates are all inboard toward the cabin trunk, there is adequate width for crew to pass outboard of the shrouds. The backstay is single from the masthead but splits above the stern to connect to port and starboard chainplates. A simple block and tackle allows the backstay tension to be adjusted. The Seldén boom has internal reefing lines and is fitted with a Seldén rigid vang.

There is a Lewmar halyard winch on the port side of the mast, and convenient foldout steps on each side for use when working at the mast.

Large windows on each side of the cabin trunk and along the sloping front surface provide lighting below and excellent views to the exterior. The forward cabintop is low and uncluttered, with only the forward hatch and a single Dorade vent to interfere with crew work.

Most center-cockpit boats are 40 feet or larger, but the configuration aboard Blue Sky works surprisingly well and does not seem cramped. When we stepped on board, the first thing we noticed was the wide, spacious aft-cabin roof behind the cockpit. The only fixture on it is the hatch over the aft berth.

The steering system is cable-and quadrant by Whitlock. Controls on the pedestal include the system for raising and lowering the keel and, on Blue Sky , the joystick for the bow thruster that was included in the late Mk IV models. A table is fitted to the pedestal.

The teak-capped raised bulwarks enhance safety on deck. Stainless steel stanchions and double lifelines are mounted just inboard of the rail. A gap in the bulwark amidships allows a fair lead for docklines to a convenient mooring cleat.

A large hatch covers the anchor locker and windlass, and when it’s closed the foredeck is relatively clear of obstructions. A single anchor roller is fitted to starboard of the stem fitting, and a short stainless steel sprit to port of the stem fitting allows the tack of an asymmetric spinnaker to be set forward of the headstay.

Over-and-under berths in the forward cabin are a good arrangement for families.

Accommodations

Belowdecks, the interior is richly finished, with teak ceiling along the hull and well-made joinery throughout. Forward, instead of a cramped V-berth, the Southerly 115 has an over/under configuration with two comfortable single berths. Portlights on each side and the overhead hatch provide light and ventilation.

The focus of the saloon, a step down from the galley and nav area, is the wraparound dinette which is partially closed off on the inboard side by the keel trunk.

The saloon is spacious. It’s a small step down from the V-berth and has good headroom beneath the raised cabintop. A U-shaped settee to port surrounds a table supported on the compression post; a settee to starboard completes the seating. Small shelf areas outboard of the seatbacks provide some storage. Two small fixed windows in the hull on each side above the settees augment the ample light provided by the cabin-trunk windows.

The hydraulic system necessary to raise and lower the heavy lifting keel is under the cabin sole.

A step up from the saloon leads to the navigation station to starboard and the galley to port. The keel trunk is cleverly incorporated into the interior to minimize interference. It begins just aft of the compression post and rises to join with the galley counter area. The hydraulic mechanism for raising and lowering the keel is located beneath the sole here and is easily accessible.

In the navigation station instruments and charts are close at hand.

The roomy nav station has a large chart table with a raised panel for repeater instruments and space along the starboard hull for radios and other accessories. An auxiliary helm was fitted on some earlier models.

Solid fiddles and the sea rail on the cabinet faces are the mark of a seagoing galley where a cook can feel secure. A top closure over the stove provides additional counter space when the stove is not in use.

The L-shaped galley, which lies forward of the companionway to port, has ample countertop space. Drawers are fitted aft of the stove, a front-opening refrigeration compartment is located next to the stove, and lockers beneath the athwartships countertop extend inboard to the keel trunk amidships. A sea rail along the counter edge is a good safety feature . There’s also a two-basin sink with a teak cover, a raised shelf with recesses for cups and mugs, and storage with sliding smoked-acrylic doors.

The electrical panel is beneath the chart table facing the aisle and behind a smoked-acrylic door panel that prevents inadvertent contact with the switches.

Chris has made clever use of the space beneath the raisable companionway ladder by fitting brackets to hold heavier tools and other equipment that might be needed in an emergency.

A nearly king-size berth dominates the aft stateroom and is flanked to port by a dressing seat. Stowage areas are provided under the berth and beneath the overhead under the aft deck. For light and ventilation, there are deadlights in both sides of the hull and opening portlights in the raised deck section above the berth.

Aft, a small step up leads to the prominent feature of the interior, a spacious and comfortable owner’s stateroom with a berth that’s nearly king-size.

The first Southerly 115s were equipped with the 36-horsepower Bukh diesel engine. Later models, including Blue Sky, were fitted with the Yanmar 3JH4E. Access is provided by doors in the aft passageway and by removable panels.

Under power

When we left the slip, we noted no pronounced prop walk in reverse. As we proceeded through the channel and out into Charlotte Harbor, the throttle control was precise and there was little or no vibration. The engine compartment has decent sound attenuation; cockpit conversations could be carried on in a normal tone. Once we reached the harbor, Chris throttled up to head for deeper water to drop the keel, and still the noise level was not high.

As a Mk IV model, Blue Sky came equipped with a bow thruster controlled by a joystick on the helm pedestal. That makes maneuvering into the slip a piece of cake, even in a crosswind as we experienced.

The head compartment is to starboard of the companionway, accessed through a teak door. It doubles as the shower, but the fiberglass moldings are easy to wipe dry. The marine toilet is aft, facing forward.

We had two days of nearly ideal conditions on Charlotte Harbor to photograph and sail Blue Sky . On the first day, Sandy and I took out our own Tartan 37, Higher Porpoise , and observed Chris and Laura sailing Blue Sky for the camera. We were not disappointed. Blue Sky seemed to revel in the 10- to 12-knot breeze, and her appearance under sail was striking. This is a very attractive boat with nice lines and good proportions. Frankly, we did not expect that of a 37-foot center-cockpit boat. She sailed past us close-hauled, on a reach, and on a run. In each case, she was under control and seemed solid and stable.

On day two, Sandy and I went aboard Blue Sky to sail her with Chris and Laura. Once we were in deeper water, Chris lowered the keel and raised the sails. The hydraulic system makes lowering and raising the keel quick and easy; a display at the helm helps in assessing the keel depth.

There was enough breeze to move Blue Sky smartly, and we took advantage of the conditions to assess her performance. Going to windward on port tack, we sailed to 35 degrees apparent wind. We were doing 5.5 knots and control seemed precise. I needed only a light touch on the wheel to counteract the desired slight weather helm. We came about and found similar performance on the starboard tack. The dual rudders provided good control throughout. (We have had no opportunity to sail a Mk I model with the single rudder for comparison.)

On a beam reach we were making just over 6 knots, and control was again smooth and precise. We did not experience sea conditions that might have caused problems for the shallow rudder system, but I suspect the twin rudders used on the Mk II model and up would likely perform well with the leeward rudder fully immersed.

Bearing off onto a run, the boat exhibited good control and stable tracking with no apparent roll. All in all, the boat performed in a manner similar to a fixed-keel boat. It is a platform that can provide decent sailing performance and yet still allow access to many areas that deeper-draft boats cannot reach.

The majority of the Southerlys are in Europe, and because they have not been raced much here in the US, no published PHRF ratings are available. Only a few IRC ratings are available from European sources, and based on those and comparisons with other boats, the Southerly 115 would likely carry a PHRF rating of 145 to 155, compared to a Catalina 36 at 147 or an Islander 36 at 144.

Prices and availability

As noted above, there are few Southerly 115s in the US, but they do occasionally become available, as Chris and Laura found, and it is worth keeping an eye on the market.

Many of the boats we saw listed were older Mk I models. Converted to US dollars, their prices ranged from $46,500 for a 1987 model in Greece to a 1985 model in the UK for $79,000. A newer Mk III model was available in Germany for $138,000. It would be necessary to factor in transportation costs or the cost of a passage if considering purchasing a Southerly 115 in Europe.

The Southerly 115 is no longer in production, but the website for SoutherlyYacht Services remains live and offers spare parts, even after the acquisition of Northshore by DiscoveryYachts: southerlyyachtservices.com/spare- parts

A good summary of the design aspects of the Southerly 115 may be found atYachtsNet: yachtsnet.co.uk/archives/ southerly-115/southerly-115.htm

About The Author

Tom Wells had a long career as a professional engineer. He and his wife, Sandy, both retired in June 2016, and in August 2016 they set out from Waukegan, Illinois, on a 3,000-nautical-mile voyage south via the Great Lakes, Erie Canal, Hudson River, and the East Coast. They now live aboard their Tartan 37, Higher Porpoise, and are based in Southwest Florida, cruising and enjoying life.

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Southerly 42RST

• By John Burnham
• Updated: October 14, 2008

Word of a new 42-foot deck-saloon design isn’t breaking news among cruising sailors, but having inspected and sailed the British-built Southerly 42RST (raised saloon, twin wheel), I promise you, this one is different.

Based on my experience, the 42RST sails to windward well, handles easily, could go offshore capably, and can sail or even park in the shallowest of waters quite nicely. As with all models in Northshore Yachts’ Southerly line, the distinguishing trait of this design is its cast-iron lifting keel, which presents an efficient shape when lowered for closehauled sailing and retracts flush with an iron grounding plate when raised. As I learned, you can stick the tip of the keel in the mud when the depth sounder reads 2.3 meters (7 feet 6 inches), then engage the hydraulic lifting cylinder and quickly come free. I could also raise the keel completely in 50 seconds (it went down in 40), and if we’d had the time and inclination, we could’ve floated into less than 3 feet of water and let the hull sit comfortably on the bottom as the tide went out.

Rob Humphreys designed the 42RST hull with extremely broad stern sections, a skeg protecting the propeller amidships, and two short, semibalanced rudders angled outboard, all of which allow the boat to operate safely in water that’s shallow and sometimes disappears altogether. I was surprised and pleased to find that this arrangement meant that when heeling as we sailed upwind in puffs over 20 knots, the windward rudder came clear of the water and the leeward rudder, now vertical, did its job efficiently. The steering didn’t have a lot of feel to it, perhaps due to the extra linkages, but even in the strongest puffs and when heeled well over, I always had good steering control.

Notably, with the keel down, I was able to spin the boat in a circle that measured less than one and a half boat lengths in diameter. When I tried this with the keel up, I couldn’t tack without falling into irons.

Thanks to the narrow sheeting angles made possible by the self-tacking jib, the 42RST made excellent time upwind. We’d put two reefs in the main and were sailing in flat water at 6.3 to 6.7 knots, tacking through 85 degrees. For a cruising boat, I found this extraordinary; clearly, Humphreys’ experience as a raceboat designer of similarly wide-transom, twin-rudder, open-class boats has had an impact here.

The 42RST, which is a makeover of the earlier 42RS, has a new deck mold designed by Stephen Jones that splits the helm stations and opens up the cockpit. When I went sailing in the harbor at Chichester, England, on a breezy spring day, I found it easy to brace myself in the cockpit. The table is a molded fiberglass unit with a grabrail that means business.

In a narrow part of the harbor, Northshore’s Robert Hughes demonstrated one other unique benefit of having twin rudders and a centerline prop: The 42RST steers remarkably well in reverse. If backing up is a maneuver that occasionally causes you embarrassment, this craft just might rid you of that concern.

Innovation by necessity explains the unusual features of the 42RST’s interior. Because of the notably central position of the lifting keel and apparatus, sailors won’t mistake the main saloon for their living room. The nav desk, to starboard, and the settees and dining area, to port, are more elevated than is normal for a deck saloon-style cruiser, with water and fuel tanks located centrally, beneath the raised cabin sole. Access through the companionway is quick, with only one step down, and from either settees or nav station, you’ll find pleasing, 270-degree outboard views.

Moving forward to the in-line galley, on the starboard side, means taking a couple of more steps down. Plenty of natural light reaches the galley through the large saloon windows and a portlight in the hull, but for those who don’t like steps and want a wide-open space incorporating the saloon and galley, this won’t be an ideal setup. Yet each space on its own struck me as comfortable and functional, particularly when the boat would be sailing offshore. In the galley, I can easily envision using the centerline keel trunk to brace myself effectively in rough going.

If you’re looking for a large aft cabin in a 42-footer, it’s hard to imagine finding a bigger one. Humphrey’s wide-transom scheme works with the two rudders, and it works even better in creating a master stateroom with centerline berth, port and starboard seating, outboard hanging lockers and storage areas, and ample lighting through portlights. My favorite element is an overhead space created by the molded-in cockpit table. There’s an opening port in the aft section of it, and there’s even a louvered Oceanair blind to cut out the light when sleeping. The aft stateroom has its own head to port.

The 42 I sailed had two staterooms forward, a V-berth where one would expect, and a bunkroom to port, across from the forward head. Buyers can specify a two-cabin version with a bigger head and more spacious galley. If you like the tradeoffs in the interior and don’t mind keeping track of whether the keel is up or down, this midsize cruiser offers remarkable shoal draft, easy sailhandling, the performance but not the skittishness of a racehorse, a good view from the saloon, and the biggest master stateroom you can buy in a monohull of this size.

John Burnham is CW’s editor.

Southerly 42 RST

LOA 42′ 2″ (12.85 m.) LWL 36′ 5″ (11.10 m.) Beam 13′ 3″ (4.04 m.) Draft 2′ 9″/8′ 11″ (0.84/2.72 m.) Working Sail Area 793 sq. ft. (73.7 sq. m.) Displacement 24,802 lb. (11,250 kg.) Ballast (including keel) 8,091 lb. (3,670 kg.) Ballast/D 0.33 D/L 229 SA/D 14.9 Water 64 gal. (290 l.) Fuel 74 gal. (355 l.) Mast Height 61′ 5″ (18.7 m.) Engine 56-hp. Yanmar Designers Rob Humphreys/Stephen Jones Price $550,000 Northshore Yachts Ltd. +44-1243-512611 www.northshore.co.uk

• More: 2001 - 2010 , 41 - 50 ft , Bluewater Cruising , Coastal Cruising , monohull , Sailboat Reviews , Sailboats , southerly
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30-day dry time proposed for Yellowstone-bound boats

BILLINGS – To reduce the possibility of invasive mussels reaching Yellowstone Lake, the National Park Service is considering a requirement that a boat be inspected and sealed to its trailer for 30 days ahead of its intended launch date.

The requirement, if adopted, would apply to all inboard/outboard and inboard jet motorboats and sailboats. The Park Service referred to such craft as complex motorized boats. An exception would apply to boats powered only by an outboard motor.

“Large, complex, trailered watercraft pose the highest risk of transporting and introducing invasive mussels, and other AIS, because they are difficult to inspect and less likely to completely drain/dry or be fully decontaminated,” the Park Service wrote. “Manual decontamination with the use of hot water is not always 100% effective in removing all mussels. Given this, a 30-day dry time is needed to mitigate the risk associated with these watercraft.”

In addition, the Park Service is proposing to “deny launch to any watercraft (motorized or non-motorized) that has previously been fouled by mussels, regardless of dry time.”

In seeking public comment through April 5 on the proposal, the Park Service cited the “increased risk of invasion” by zebra and quagga mussels, collectively referred to as dreissenid mussels, “following recent detections of these highly invasive species in waterways” close to the park.

The mussels “have caused irreversible ecological damage and extensive impacts to infrastructure and recreation in waterways throughout the Midwestern and Eastern United States, as well as in the lower Colorado River Basin,” the Park Service noted.

New infestations were detected in South Dakota’s Pactola Reservoir in 2022 and the Snake River near Twin Falls, Idaho, in 2023. The Idaho detection was the first time the mussels had made it into the Columbia River Basin.

In addition, during inspections last year and in 2022, Yellowstone officials “intercepted and denied launch to mussel-fouled watercraft, highlighting the urgency and severity of the threat.”

“Given Yellowstone National Park is located at the headwaters of the Yellowstone, Snake and Missouri river drainages, pro-active measures are required to ensure the long-term ecological integrity not just of Park waters, but also of downstream mussel-free waters in Wyoming, Montana and Idaho,” the Park Service wrote. “Failure to prevent invasion by dreissenid mussels could result in widespread negative impacts to natural resources and recreational values, and could undo over two decades of work to restore populations of native Yellowstone cutthroat trout (Oncorhynchus virginalis bouvieri) within the Park. Because there are no effective eradication methods, and control/containment is both costly and environmentally consequential, prevention of an introduction is critical.”

Seals from Yellowstone National Park; Idaho State Department of Agriculture; Montana Fish, Wildlife, and Parks; and Wyoming Game & Fish Department will be honored pending verification of the 30-day dry time during a mandatory Yellowstone AIS inspection prior to launch. Boaters will also be asked to present the inspection receipt from the date the seal was applied.

The preferred method for submitting comments is online at parkplanning.nps.gov/yellboats. Comments may also be mailed to: Yellowstone Center for Resources Attn: AIS Proposed Changes, PO Box 168, Yellowstone National Park, WY 82190. The deadline to submit comments is April 5.

At the conclusion of the 30-day public comment period, the NPS will analyze and consider all comments received.

A final decision is expected this spring.

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