How Do Marine Engines Stay Cool?

Most marine inboard engines are fresh water cooled. Much like your car, a captive amount of freshwater (coolant) is continually circulated through a heat exchanger that maintains the engine at a temperature set by the thermostat. Usually this is between 170 and 180 degrees. Unlike your car, a marine engine does not have a radiator since there is no air flow available to cool it. So, what cools the fresh water ? The solution is to utilize the relatively cool seawater, described as raw water. The raw water is pumped from the sea to a heat exchanger tube where coils filled with fresh water (coolant) are surrounded by flowing raw water (sea water). The cold raw water is now cooling the hot fresh water that is keeping the engine from overheating.
 
Raw water will pass through the heat exchanger only one time before it is expelled back into the sea while the fresh water continues to recirculate. As the raw water exits the heat exchanger, it will mix with the exhaust gases in the muffler and pump out the back of the boat.
 
The fresh water and raw water systems have dedicated pumps, the raw water utilizing a rubber impeller and the fresh water pump using a metal impeller as not to melt. Because the raw water sometimes carries debris like kelp, eelgrass, plastic bags or even small fish, there is a filter installed between the through hull and the pump, this is known as the sea strainer. The sea strainer is usually made of clear glass or plastic so it can be checked without having to open the filter… and should be checked before starting the engine.
 
At the very least, upon engine startup, a prudent skipper will check that the boat is “pumping water” by visually inspecting the raw water exiting the back of the boat. It is best to inspect the flow while standing on the dock as it can be hard to see the water flow from the cockpit. Skippers should watch the water flow for at least 2-3 discharges to make sure the system stays primed and continues to pump water. While starting your engine away from the dock you still want to visually inspect the flow but also use your sense of hearing. A dry exhaust (not pumping water) is much louder than a wet exhaust and will be obvious.
 
Stay cool and always check to make sure you are pumping water when you start the engine and while running the engine! 
 

Navigation Lights at Night

As daylight savings is upon us with earlier sunsets, let us take a moment to review proper navigation lights for nighttime boating. Remember, navigation lights should be turned on 45 minutes prior to sunset, left on until 45 minutes after sunrise, and during times of limited visibility.
 
The most common of our navigation lights are our “running lights”. This is a red light on the port side of the boat and a green light on the starboard side that shine from the bow to 22.5 degrees abaft the beam of the boat. This creates a 112.5-degree arc on either side of the vessel. To complete a 360-degree circle, our white stern light will shine 135 degrees from the stern of the boat. This 360-degree circle means a surrounding vessel will only see one of your lights at any given point (unless they are head on) and are able to identify which side of the boat they are seeing and who is the stand on vessel in crossing situations. This sequence of lights should be used while SAILING at night.
 
Once the engine is turned on, we are no longer a sailboat and must display a “steaming light” to identify as such. The most common steaming light is a single white light that shines forward of the mast in a 225-degree arc. Combined with the stern light, a boat under power will now be displaying a 360-degree white light in combination with its red and green lights. This sequence of lights should be used while MOTORING at night.
 
To review, if we are only seeing a green light, we know this is a sailboats starboard side. If we are seeing a green light with a single white light above it, this is now a powerboat’s starboard side. Remember that a sailboat becomes a powerboat once the engine is turned on.
 
Lastly, a boat anchored at night shall display a 360-degree white light atop the mast. While this is not required in designated anchorages, it is highly recommended. Pro Tip: Be sure to turn off your anchor lights once you have left the anchorage and are now sailing or motoring. This happens all too often and can cause confusion to surrounding boats.
 

Understanding and Using Prop Walk

Have you ever pulled out of the slip and wondered why the stern is being pulled to port or starboard as you accelerate? This is called prop walk and it’s due to the rotation of the prop at lower speeds. Let’s try to understand it and learn how to use it to your advantage or how to combat it if it’s pulling you the wrong direction.
 
Assuming you have light wind and no current, a boat will be most affected by the turning of the prop while at lower speeds and we see this most often when backing out of the slip. Traditionally, most propellers are right handed meaning they turn clockwise when in forward and counter clockwise in reverse… but this is starting to change with the more common saildrive engines you see on new Beneteaus. It’s important to know the direction of your prop so don’t hesitate to ask the dock master before leaving the slip!
 
Let’s assume you’re on a HS boat in an upwind slip (on your right as you walk down the 500 dock) with a right handed prop. In this scenario, you’ll want to back out of the slip while turning the bow to starboard and pull forward out of the fairway. Since you have a right handed prop, naturally the stern will swing the correct direction making this a very easy maneuver with little rudder angle needed to turn the boat. But what if you’re on the other side of the dock? In this case the prop walk is working against you…
 
In order to combat the prop walk in this case, we teach students to use more rudder angle and to shift the boat into neutral (after initially gaining speed) in order to stop the prop and allow the rudder to “bite” and turn the boat. This is a more skilled docking that takes some practice but it’s amazing to see the boat turn once the prop stops spinning. It’s vital to gain speed before shifting into neutral otherwise the boat wont have any speed and will not turn (like a parked car turning its wheels… it just won’t work). Ask the dock master to do a docking with you next time you’re at the club to test this out!
 
As you become more familiar with prop walk, you can use it to come along side docks to bring the stern closer or further away from the dock and you can even use it to back off the dock with ease. This is a good trick at the pump out or fuel dock when the wind is pushing you against the dock!
 

Origin of Sailing Terms

One of the most challenging aspects of sailing is learning the language of sailing. Terms like starboard, helm, halyard, sheet have very little use in the English language yet they are extremely important while onboard a sailboat.
 
Here is a little history lessons with some of the terms you have come to learn while sailing.
 
Starboard- A ship’s “steering board” (rudder) was traditionally located on the right side of the vessel and resembled more of a paddle than today’s transom hung rudders. Today, the right side of the vessel is know as the starboard side as a reference to old steering boards.
 
Port- With the steering board located on the right side of the ship, a vessel needed to be tied up on the left side to load cargo as not to damage the steering board that extruded from starboard. While making port (tied to the dock) the left side of the ship became known as the port side.
 
Halyard- A halyard is the line that raises and lowers the sails. In the olden days, a mast was know as the “yard” and pulling the sails up was hauling them up the yard.
 
Tack of the Sail- The tack of the sail is the forward and lower corner of a sail. With wooden mast (or yards) the sail was literally tacked into the mast with a spike and became known as the tack.
 
Fathom- A fathom is a unit of measurement commonly used to describe the water depth. 1 fathom equals roughly 6 feet. When one stretches their arms out to give a hug that distance was know to be about 6 feet and the Old English word “faethm” means to embrace.
 
Head- The ships bathroom is refereed to as the head but in the early days the forward part of the ship was also know as the head. The toilet was typically placed in this section were crashing waves would help in the cleaning of the facilities. Today the heads location and cleaning practices have changed but the name remains.
 
Boom- That is the noise the boom makes when a crew member is standing in the wrong place. We made that one up but it’s a good reminder to keep everyone safe!

Anchoring Mistakes

As we find ourselves at the height of busy summer, we have witnessed some bad habits committed by the general boating community. While I was anchored in Glorieta Bay earlier this month, I watched as a lot of boaters struggled to get their anchors set properly on the first attempt. We have covered anchoring in the past but this time we want to focus on the two mistakes I noticed most boats making on this Saturday afternoon.

Initially dropping the anchor in the wrong spot (setting it where you want to end up)

and

Adding reverse power instead of letting the wind/current set the anchor

A boat would approach the anchorage with captain and crew all scanning the water for the best spot to anchor and once decide, they would proceed to that area. Normally this area was surrounded by boats and would have a small plot of water that could just barley accommodate their size boat. Once arrived at the chosen location, the captain would drop the anchor and watch as the boat got closer and closer to other boats as they deployed more chain. The skippers of these boats forgot that as they let out 50-60 feet of chain, they would be drifting nearly that same distance backwards and be missing their mark.

Some of the skippers corrected their mistake and deployed the anchor upwind by another 50-60 feet while others would take up half of their scope and leave themselves prone to “dragging” by now only having 30 feet of chain deployed. Inevitably, we witnessed at least 3 boats dragging anchor that afternoon.

Remember to initially deploy your anchor with enough room downwind to accommodate the amount of scope you plan to deploy!

The next mistake we saw a lot of (often in combination with the first mistake) was skippers applying reverse thrust as they lowered the anchor thinking this would set it into the bottom. While applying reserve is necessary when anchoring for an extended period, it is to be done after you have initially set the anchor using only the boats weight against the wind or current.

The correct order of events should be to pick your target anchoring position and bring the boat to a complete stop with the bow into the wind. At this point (assuming normal San Diego conditions), I will let out 1.5x the water depth and allow the boat to drift downwind until I see the anchor chain start to straighten and the bow come back into the wind (you will often end up slightly left or right of head-to-wind as you drift). After the weight of the boat puts a light strain on the anchor (the chain will straighten) I will continue to pay out chain with a pause every 10-15 seconds to allow the boat to apply more pressure on the anchor and start to set it into the mud. Repeat this process until you have come to your desired scope ratio (about 4:1 in normal conditions). Pro Tip: Every second the windlass is running you will be letting out close to 1 foot of chain; 30 seconds = 30 feet.

From here I will allow the boat to swing and pull on the anchor from the force of the wind for a minute or two. I am looking for the anchor chain to be at about a 45 degree angle from the bow. Once I know the anchor is holding under the current conditions I will head back to the helm and start applying a light amount of reverse until the chain is stretched out and the boat stops moving backwards. I am now looking at other boats, or the land, to make sure I’m not dragging. After roughly 30 seconds at 1500 rpm’s or so, I am satisfied that the anchor is set and will shift back into neutral and watch as the chain sinks causing the boat to pull forward slightly.

Skippers who were putting the boat into reverse immediately, never gave the anchor a chance to set and simply drug it along the bottom with the force of their engine.

Try these tips out next time and let us know how they worked out!

Club Member Chad Anchored Off Bora Bora During the 2019 Flotilla

 

Clean Bill of Health

The phrase “Clean Bill of Health” comes from the 17th century when port authorities would confirm none of a ship’s crew were suffering from a contagious disease and the ships port of departure was not know to have any contagions present. If this was not the case, the ship would be issued a “Foul Bill of Health” and be forced to quarantine under “Yellow Jack”, a solid yellow flag indicating quarantine.
 
Today, the solid yellow flag (Signal Flag Quebec) indicates a ship is free of disease and is requesting free pratique (permission to enter) and inspection by customs and immigration. A ship flying a yellow and black checkered flag (Signal Flag Lima) is known to have health concerns aboard and is either quarantined or warning other ships to stay away.
 
The club is happy to report a Clean Bill of Health and continues to offer you much needed outdoor fun in the sun and breeze! We are continuing are rigorous cleaning and disinfecting practices, curb side pick up of ships reports and dock keys, temperature screening for students and skippered charter guest, and the requiring of face covering when in the marina and on the dock.
 
We hope to see you soon!
 

The Club Is Open!

Dear Sailors,
 
The club is back up and running with rentals, instruction, and charters now permissible by state and local health officials. While we’re very excited about the news, certain restrictions are still in place.
 
It’s encouraged that you sail in small groups and with those who you have been sheltering with for the past several weeks.
 
The office will remain blocked to foot traffic. Members will continue to pick up ship’s reports at the front door.
 
Face coverings are required when approaching the office and while in the marina. Full fingered sailing gloves are recommend while onboard the boats
 
Big boat “Check-outs” (28′ and above) will be conducted with the dock master and skipper only. No crew are allowed on the boat until paperwork is completed and the check out is done. Please have your crew wait on the deli deck or parking lot to reduce unnecessary contact.
 
Overnight sleeping is only available for multiple day charters.
 
Students and instructors will have temperatures checked each morning and everyone is required to wear face coverings during classes.
 
The Capri 22 morning rental period is 9am-12pm and the afternoon period is 12pm-4pm.
 
Most importantly, if you are feeling ill or experiencing symptoms, please stay home.
 
Welcome back!
 
 

From Sand to Surf

I was born and raised in Phoenix, the center of Arizona’s “Valley of the Sun.”  How did a desert rat like myself end up being an owner in the Harbor Sailboats fleet?

Roll back the clock to summer 2017.  My long-time friend and fellow Harbor Sailboats member Paul Fleming invited me to join him for a weekend sail.  We spent two nights on Calliope and since we had such a great time, we decided to make it an annual event.  In 2018, we took out Jasmine, a Beneteau 37, for a weekend cruise.  We anchored one night in Glorietta Bay and the 2nd night in Mission Bay.  Needless to say it was amazing and at this point I was hooked!

Last year, I decided to take the next step of joining the club and took my ASA 101 class in May.  Paul and I did our annual trip last June and spent the weekend on CJ, a Beneteau 35.1.  As a new 101 graduate I was now looking at sailing in a whole new light and decided I wanted to spend a week per month in San Diego to develop my skills.  Once that decision was made, it didn’t take long for me to do the math on travel expenses, charter costs, etc. so  I sat down with Keenan and shared my goals with him.  We started working together on longer term solutions which led me eventually to purchase Kayleigh, a Beneteau 34.

I never would have taken the step of purchasing a boat had it not been for the support of Harbor Sailboats.  Not only did Keenan make the process simple, smooth and professional, but since I live in Phoenix I also know that I have a professional team taking care of Kayleigh when I’m not in town.  The “icing on the cake” is all the wonderful friends I’ve made at the club and the many great memories I’ve made so far.

 

We all sail for different reasons, in closing here are my top 3:

 

  1. Health — Being on the water brings me a sense of serenity.  I never cease to be amazed by such sights as whales, dolphins and the other sea life.  This, in turn, brings out a sense of thankfulness in me that I believe is key to keeping a positive outlook on life.  And a positive outlook is healthy!

 

  1. Friendship — I alluded to this above, but my world has been made better through the great people I’ve met through the club.  From instructors, staff, and fellow sailors, the journey has been amazing and there are a lot of you that I haven’t even met yet!  So I’m looking forward to that in the days ahead!

 

  1. Adventure — For me, sailing was a bit of a personal challenge and a stretch.  Honestly, I was a bit afraid of it, never having spent much time on the water.  By facing those misgivings, both my confidence and enjoyment have increased tremendously. Now I can’t wait for my next adventure!

 

So what’s on the horizon for 2020?  This year, my sailing goals are to pass my ASA 104, and to also earn my Basic Keelboat Instructor’s certification (ASA 201).  In a few years, I hope to be able to earn my Coast Guard captains license.

Marv McCarthy

S/V Sandpiper Part 1

The boat in the picture that’s grounded off Point Loma is the O’Day 37, “Sandpiper”. A nice boat with a center cockpit design and for its day, a large aft cabin.  Harbor Sailboats had three of them in the fleet at the time.

I think the year was 1983 when the club member chartered the boat and spent the weekend at San Clemente Island. In those days there was less Navy security restrictions and a decent anchorage in Pyramid Cove on the southern tip of the island. San Clemente has plenty of good fishing spots and I’m told the abalone were abundant. The distance to the Cove from San Diego is approximately 60nm and in prevailing winds the comfortable and fast point of sail was would be a tight reach on starboard tack. In the summer, the passage could be made in daylight hours making it a great weekend cruise. The crew aboard “Sandpiper” were three adult men and the teenage son of the skipper.

After a non-eventful stay, the trip home started late causing them to reach San Diego after the sun had set. I became aware of the grounding after receiving a call from the coast guard shortly after midnight. I was still a bit groggy when the voice on the other end of the phone said, “Is this the charter company”? My mind’s eye knew that at this time of day this was not going to be a pleasant conversation. The coast guard sailor said, “Good Morning sir, this is so and so from the United States Coast Guard Point Loma and I think we have one of your boats here”. I clearly remember responding and hoping this was all a bad dream, “I don’t recall there being a marina at the point”. He chuckled and gave me directions to the lighthouse. Five minutes later I was on my way not knowing what I would find.

Upon arrival to the lighthouse compound I was relieved to see all four crewmembers safe ashore wrapped in Coast Guard supplied wool blankets. There were divers in the water that had assisted the crew by swimming the anchor out to sea in order to keep the boat from drifting any closer to the beach but it was obvious the boat was bouncing on the bottom with every swell that passed under her. When her keel came down hard on the clay bottom the boat would shudder and you could see the rig pumping in a nauseating fashion.

When it was obvious there was nothing I could do at that time to mitigate any further damage to the boat, I turned my attention to the skipper of the vessel to understand how he could have got himself into such a predicament. His explanation stays with me like it was yesterday. He recounted how they had started back towards San Diego later than planned but the weather was clear and calm. He had previous experience entering the harbor at night, so he was not overly concerned. The crew prepared dinner underway enjoying some pasta, salad, and red wine. Possibly a little too much red wine. The boat was underpower making way at 6-7 knots. After the carbo-load and chianti, the adults got a little sleepy and they fell into a watch rotation of 1 up with 3 down below sleeping. It’s important to remember this was before GPS and although the vessel was equipped with Loran C and RDF (radio direction finder), neither were utilized while navigating that day. Instead, they relied solely on steering a compass course. The evening was clear and they anticipated seeing the Point Loma light well offshore given that it has a rated 22 nm range of visibility.

As the crew rotated up and down, the retiring watch would relay the proper course and the new watch would confirm the same. Somewhere that night the system broke down and instead of the compass course the final watch was told to “head for the light”.  The same light that they all had stared at for the past 3 hours. Well, you know the rest of this chapter. Like a moth to flame they headed for the light until they ran out of water.

The captain and crew had arranged for their own ride back to the marina. For this I was thankful because I didn’t I think could hold my tongue any longer. Upon leaving he pointed to the boat with pride and boasted, “You should be proud us; we got the boat anchored, pinned the bin boards in and lit the anchor light just like we were taught”.

Part 2: Getting a 16,000 boat off the beach… Stay tuned

A Message From The President Of Harbor Sailboats

March 31, 2020
To: The Members, Boat Owners and Crew of Harbor Sailboats and SailTime San Diego
From: Tom Hirsh, President
 
Dear All,
 
I have worked for, with, and on behalf of Harbor Sailboats since I was a young man of 24. Now 41 years later, I am much better suited for sailing offshore into the sunset than running a sailing club, yet surprisingly, I find myself reefed down, hove-to, riding out the biggest storm of my lifetime. The good news is our ship is sound, the crew is safe, and improving weather conditions are a certainty.
 
First let me thank-you all for your continued support and concern. To our members for your overwhelmingly enthusiastic response to our many temporary policy modifications, to our participating boat owners for entrusting your significant assets to our care and to the many loyal employees who have remained committed to the Harbor Sailboats goal of continual improvement, both professionally and personally.
 
Please Know That,
 
We have made the determination to retain and continue to pay ALL Harbor Sailboats employees through the duration. When we do reopen, it will be at full strength with the exceptional service that you have come to expect. We couldn’t have done this without you remaining on board with us. Thank-you all.
 
Our financial condition is strong and though we are keen to reopen, we will not do so without complete confidence that you will remain safe. Those of you that have been with us for a while will know that safety has always been, and will remain, our primary concern. We were early to reef, and we will be late to shake it out. This is not a race.
 
Opening Day 2020?
 
As a sailor does, we always look ahead attempting to foresee future conditions. Currently, our best-case forecast for Opening Day is May, worst case is July. The only thing we know for sure is that it will be one heck of a party this year. We will have a soft opening for member only charters with classes beginning a week or two behind.
 
A wait list for members seeking group instruction has been established and members with previously scheduled classes that have been delayed are wait listed by priority of their initial class date. We have a large group of instructors ready to roll and will hold as many classes as possible until the backlog subsides.
 
Our phones are monitored daily for messages but the best way to contact us remains emailing isail@harborsailboats.com
 
I leave you with a favorite quote by Louisa May Alcott
 
“I’m not afraid of storms, for I’m learning how to sail my ship”
 
Kyle and Tom
1987
Harbor Island West Marina Deck
Kyle, Keenan, and Kevin
1998
Capri 22 Dock
Keenan, Torri, Tom, Kyle, Steve, Rob, Jonathan, Erica
2019
HS Christmas Party

Boaters Saftey Card

Beginning January 1st, 2018, California started phasing in the requirement for boaters to obtain a California Boaters Safety Card for the legal operation of a motorized vessel on state waterways. The phase in process was done by age and as of January 1st, 2020, operators under the age of 35 must have a Boaters Safety Card. By the year 2025, all boaters must hold this card. 

In order to apply for the card, students must first take a state approved boaters safety course. These courses can be online, classroom, or hands-on depending which course you choose. After successful completion of the course a student can now apply online for the Boats Safety Card that is issued by the Department of Boating and Waterways.

Who is exempt from needing this card? Here are a few examples

  • A person who is renting the boat- Harbor Sailboats!
  • A person operating the vessel who is under direct supervision of a card holder that is 18 years or older
  • A non state resident who is operating a boat for less than 60 days
  • A person operating the vessel during an organized regatta
  • A person who hold a commercial fishing license
  • A person who is in possession of a marine operators licenses (USCG Captains License)

Do you ASA certification from Harbor Sailboats count? Unfortunately the state does not recognize your ASA certifications.

Visit the California Boaters Card Website for state approved classes and more information. 

 

 

 

Tacking and Gybing Made Easy

Tacking and gybing a sailboat is among one of the first lessons we teach in our basic sailing course. That said, new sailors tend to make small errors that cause the maneuvers to be difficult and possibly unsafe. Here, we will remind you of a few simple steps and techniques to increase your boat handling skills while also keeping the crew and the boat safe.

Tacking- Turning the boat so that the bow passes through the wind

A sailboat can only sail roughly 45 degrees below the true wind direction. So, in order to sail to a destination that’s inside the “no sail zone”, we must tack the boat 90 degrees at a time in order to reach that destination. During this maneuver the helmsman will slowly turn the boat through the wind while the crew will release the working jib sheet and trim on the new working sheet.

One of the biggest mistakes we see on the water is the helmsman turning the boat too fast leading to more difficult crew work and overturning of the boat. By turning the boat slower, the crew will have more time to trim the jib and the helmsman is less likely to overturn and end up on a beam reach.

Your rate of turn should start slow, speed up as you pass through the wind, and decrease as you fall off onto close hauled. If you can hear your rudder dragging through the water and see turbulent water, you’re likely turning too fast. By turning slower, you’re also allowing the crew more time to bring on the new working sheet prior to the boat reaching close hauled and the sail “powering up.”

Tacking slower will increase your boat speed coming out of the tack and make the maneuver a lot easier on your crew!

 

Gybing- Turning the boat so that the stern passes through the wind

Theoretically, a boat can sail directly downwind but it’s not very efficient on most boats and can be dangerous due to accidental gybes. Instead, we like to sail on a broad reach (roughly 140-degree true wind angle) and gybe across to another broad reach. Just like tacking, turning slow will make gybing safer and easier for everyone involved.

During a gybe, your sails will always have pressure in them because you are not passing through the “no sail zone”. This means you need to trim your mainsail to center line (or close to it) prior to starting your turn. This will reduce the amount of room the boom can move across the cockpit as you turn the stern though the wind. The jib can remain in its current trim as long as a crew member is ready to release the sheet and trim on the new one as the stern passes the wind.

Once the main has been trimmed in, the helmsman can start the turn and level out once they approach the new broad reach. The mainsail trimmer needs to ease the mainsheet once the stern has passed through the wind and the jib trimmer will do the same with the new jib sheet.

The biggest tip here is to turn the boat slower when tacking and gybing.

Try it out on your next charter and let us know if you feel a difference in performance and comfort!

Learn to Sail Clinic

Not sure about sailing or just looking for a fun activity? Come join us for our learn to sail clinic where we’ll introduce you to the lifestyle of sailing during a 2-hour on the water experience. Sailors will take the helm, trim the sails, learn how to read the wind, and speak the language aboard a brand new 22 foot sailboat! Besides the time it takes to walk to the dock, the clinic will spend the entire time on the water.

isail@harborsailboats.com or (619) 291-9568 to get your tickets now!

Your sailboat is a 22-foot Capri 22 with a keel and transom hung rudder. The keel is weighted so the boat won’t capsize and is also the driving force of the boat (well get into that). This also means you won’t get wet and are protected inside the secure cockpit. Below is a small cabin for storing bags, water bottles, and life jackets.

The clinic will depart Harbor Island at 12pm and again at 2pm with a maximum of four sailors on each boat. Space is extremely limited so act quick if you want to make that dream a reality!

3/14/2020

12pm-2pm

or

2pm-4pm

$50 per person

Harbor Sailboats was founded in 1969 and is regarded as San Diego’s finest sailing club and sailing school. Sailors come to Harbor Sailboats for most advanced level of instruction, best boat quality, and most professional team.

Those looking to get into the lifestyle without having to buy a boat will see the amazing value in a club membership. With membership, your 2-day ASA 101 Basic Sailing Class is included and will certify you to skipper boats up to 22’. After building your sea time and skills, you can move onto the next class levels where you will learn to sail larger boats for weeks at a time. Between classes members take advantage of discounted rental rates on our fleet of 35 of the best maintained charter boats in San Diego.

Thanks for sailing with us!

What Does It Cost To Own a Boat?

Yacht brokers get this question all the time, what will it cost to own this boat? Although this will change depending on where you will keeping the boat, lets briefly go over the 4 cost of boat ownership.
 
Purchase or Loan
While some will pay cash for a boat, others will finance though a marine lender. Lets assume you’re purchasing a new or less than a 5 year old boat; prepare to put 20%-25% down on a 20 year loan with today’s rates being around 5.5% (don’t forget about sales tax). Monthly loan payments work out to be around $700/month per $100k borrowed. This means on a $215,000 loan amount (what an Oceanis 35.1 would be), you will be paying roughly $1,500 a month including sales tax financing. 
 
Slip Rent
Rates will change depending on the marine and size of slip but roughly $22 a foot per month is the going rate in San Diego. Rates will also very depending on location and amenities like a work out facility, pool, spa, restaurant, age of marina, etc. 
 
Insurance
Insurance rates will go up or down depending on how and where you will use the boat, type of boat, and your loss history. That said, privately sailed boats pay roughly .75% of the hull value in annual premiums. Boats placed into charter are charged roughly doubled because of the increased liability. The owner of a new Oceanis 35.1 in charter can expect to pay roughly $315 a month in insurance and half that for privately owned boats. 
 
Maintenance
The cost of maintaining a boat is going to depend on the age of the boat. Older boats are going to require more maintenance as systems, sails, and rigging are ready for replacement. Lets take a newer boat as an example and take the length of the boat and multiply it by $10. This says a 35′ sailboat will cost an average of $350 month in maintenance. This formula takes into account larger projects like wood work, buff/wax as well as small projects like monthly bottom clean.
Monthly Totals
This means it cost roughly $1,275 a month to operate a new Beneteau Oceanis 35.1 plus a mortgage payment of about $1,500 for a total cost of around $2,800 a month. Placed into charter at Harbor Sailboats, this boat would cost an owner less than $1,200 a month because of the revenue generated from charters.
 
For a complete pro forma on all available charter programs, contact our yacht sales department today!

Oceanis 31 – Three Years Without Expenses

Here is a very rare charter placement opportunity where the club pays all expenses for three years! 
 
If you have been on the docks the last couple weeks, you’ve likely seen the new Oceanis 31 proudly displayed on the 500 dock. This boat has been inventoried for sale under the very rare guarantee program and it just got better with HS paying the sales tax!*
 
*7.75% less list price of $176,805
 
Under the guarantee program, the boat is privately owned by someone like you and chartered to qualified members of the club. Unique to charter ownership, the program will pay the slip rent, insurance, maintenance, and pay the mortgage for the first 3 years! This adds up to a savings of about $75,000 over three years while the boat is professionally maintained and managed.
 
The owner will enjoy 42 days of reserved usage per year and unlimited usage when booking inside of 24 hours. This adds up to an unbelievable amount of time on the water for pennies compared to private ownership!
 
After three years the owner will have several options like selling, removing from charter, upgrading to a larger boat, or continuing to charter under the default revenue sharing program. This is where the owners now receives 50% of the revenue but the monthly cost are the responsibility of the owner.
 
Some owners may find Section 179 of the federal tax code to be extremely beneficial once they make the purchase and place the boat into service. We require you consult your tax professional but many HS owners have structured their boat as a business and have used Section 179 to help offset the cost with a large federal tax refund.
 
Get in touch for all the details!