where are southerly yachts built

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Southerly Yachts – a brief history

Southerly Yachts is a hugely popular sailboat brand that offers its owners the freedom and versatility to sail in almost any waters. The brand has become internationally recognised in the mid-1970’s as the market leader for variable draft cruising yachts.

The Southerly unique swing keel

The swing keel was a unique concept when first launched by Southerly in 1978. Today there are over 900 Southerly Yacht owners worldwide that enjoy the flexibility of a deep draft for powerful sailing performance and precise directional stability, as well as the shallow draft for exploring many of the inaccessible coastlines and inland waterways.

Deep draft performance

The Variable Draft Keel provides a deep draft which gives a greater stability due to the increased righting moment. In practice the boat is stiffer, carries her sail better and carves her way efficiently to windward in any seaway. The Variable Draft Keel’s aerofoil shape is highly efficient — and allows you to point high (30°) with minimal leeway.

Shallow draft freedom

At the touch of a button, the keel can be raised to sail in very shallow waters. This means you can extend your cruising grounds considerably. Raising the Variable Draft Keel gives you access to many locations both for pleasure and for safety.

During 1975 and 2014 the Southerly yachts were developed and built in the delightful setting of Chichester Harbour at the Northshore Shipyard in Itchenor, West Sussex. By 2014, the Southerly range included yachts from 32ft to 57ft but sadly production ceased – with many owners dismayed at the announcement.

In 2017, the Discovery Group acquired the rights and tooling to re-start production. The Southampton based boat builder chose to concentrate on the mid-range models – the Southerly 48 and Southerly 54 – which proved to be a great success.

A new chapter in the history of Southerly Yachts begins as the Discovery stable launches a new updated aft cockpit raised saloon in the Southerly 42, whilst the design office gets to work on the new 36ft model and an updated Southerly 32 to follow.

Southerly Yacht Range

• Southerly 330
• Southerly 380
• Southerly 435
• Southerly 590
• Southerly 680
• Southerly 36
• Southerly 32
• Southerly Vancouver 38 Pilot
• Southerly 42RST
• Southerly Vancouver 34 Classic
• Southerly 420
• Southerly 47
• Southerly 49
• Southerly 535
• Southerly 57RS
• Southerly 675
• Southerly 470

from 2013 –

• Southerly Vancouver 28
• Southerly Vancouver 34 Pilot

Drag reducing propellers for Southerly Yachts

Darglow have supplied drag reducing props for a number of models in the Southerly range . We keep an expanding database of technical information on many of our installations along with feedback from our customers.

Rope Cutters for Southerly Yachts

We have supplied rope cutters for various boats in the Southerly yacht range. We keep a database of technical information on many of our installations along with feedback from our customers.

Check our full list of Southerly Yachts we have supplied rope cutters for here.

You can find more on the Southerly story here – https://discoveryshipyard.com/southerly-story/

Posted on Friday, July 16th, 2021

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Southerly Yachts has long been a true design and build innovator in the shoal-draft, drop-keel category of blue water cruisers.  Yet, the company has ben through a few rocky patches and differetnj owners. Most recently the brand with all. the molds has been acquired from the previous owners Discovery Yachts by Concept Yachts in Southampton, England. Concept is essentially saving the Southerly brand.  Their press announcement is below.  Check out the new Southerly Yachts website here. 

In a stunning turn of events, the storied UK-based yacht building company, Southerly Yachts, finds itself on the brink of revival after being saved by the international marine contractors and boatbuilding experts, Concept Yachts. With a rich history and legacy in the Southampton region, Southerly Yachts faced an uncertain future due to various challenges in the maritime industry. However, the timely intervention of Concept Yachts has injected a much-needed lifeline into the company, rekindling hopes for a bright future.

Established in the mid-1970s, Southerly Yachts quickly gained recognition for its innovative and high-quality sail yachts. Known for their lifting keel technology, the company’s vessels became synonymous with exceptional sailing performance and versatility. Over the years, Southerly Yachts earned a devoted customer base, with yacht enthusiasts from around the world eagerly seeking their designs.

As the maritime industry evolved, the former holding company encountered escalating challenges, notably financial hardships. Despite Southerly Yachts’ longstanding reputation, its previous owners struggled to provide the brand with the requisite presence and management team it rightfully deserved.

In a twist of fate, Concept Yachts, an internationally renowned marine contractor, and boatbuilding company, recognised the immense potential in the Southerly Yachts brand. Concept Yachts has built a reputation for excellence in constructing bespoke luxury yachts, naval vessels, and commercial boats. Their expertise, coupled with a global presence, positioned them as the perfect saviour for the iconic UK yacht builder.

The acquisition of Southerly Yachts by Concept Yachts has been celebrated as a strategic masterstroke. This collaboration brings together the rich heritage of Southerly Yachts with the modern expertise of Concept Yachts, promising to usher in an era of innovation and growth for the Southampton-based firm.

As Concept Yachts takes the helm, they are committed to retaining the soul of Southerly Yachts and preserving the brand’s legacy while infusing it with new energy and contemporary design elements. By blending the traditional craftsmanship and design finesse of Southerly Yachts with Concept Yachts’ state-of-the-art manufacturing techniques and cutting-edge materials, the revived entity aims to set new benchmarks in yacht building.

Under the fresh ownership, Southerly Yachts has undergone a comprehensive rebranding and has already successfully delivered a Southerly 480 and Southerly 420 to two clients in North America. Additionally, they proudly showcased the Southerly 420 at the prestigious Southampton International Boat Show 2023. The striking vessels combines the trademark lifting keel technology of Southerly Yachts with Concept Yachts’ penchant for sleek aesthetics and advanced engineering, creating a yacht that promises exceptional performance, comfort, and versatility.

The newfound collaboration has breathed fresh life into Southampton’s maritime industry, injecting optimism and stimulating economic growth in the region. As Southerly Yachts continues to reassert its position as a market leader under the guidance of Concept Yachts, it is expected to open new employment opportunities and attract more yacht enthusiasts to the area.

The acquisition of Southerly Yachts by Concept Yachts marks a pivotal moment in the history of UK yacht building. The marriage of tradition and modernity holds great promise for the future of the Southampton-based company, ensuring that its legacy endures for generations to come. As the revamped Southerly Yachts sets sail towards new horizons, it does so with the unwavering support of a global partner that shares its passion for excellence in yacht building.

Website here.

Established in 2003, Concept Yachts delivers excellence as a world-class, internationally mobile superyacht and marine contractor company. Often hailed as ‘a mobile shipyard,’ We take pride in providing contractor teams encompassing all key marine trades, ensuring one-to-one customer service and personalised attention to detail throughout every project.

Responding to industry demand led us to establish Concept Yachts Shipyard, featuring expansive 20,000 square foot facilities. Here, we not only manufacture Southerly Yachts but also extend our support to companies seeking full turnkey outsourced manufacturing solutions for their builds.

Author: George Day

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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 110

This English-built cruiser is equally at home in the shallows as it is crossing the deep ocean

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First test of the new Southerly 480

The disappearance of Southerly Yachts’ swing keel range of boats was keenly felt. Now the manufacturer is back and first off the production line is the 480. Sam Jefferson checks her out

  One of the dominant features of the UKs coastline is the simply phenomenal tidal range and if there is one thing I have learnt from a lifetime of misadventures exploring its shallower corners is that it really pays to have a shallow draft and be able to dry out. It was for this reason that, when Southerly Yachts was wound up for the second time in 2014, its loss was felt very keenly among a certain section of sailors. There are other options out there when it comes to swinging and lifting keels but they are surprisingly limited. To my knowledge, only French manufacturer Feeling offers a GRP swing keel cruising yacht of any size and to be honest I don’t know what Feeling are up to these days. After that you’re into the distinctive and highly Gallic Alubat ‘expedition’ style boats which are great but not to everyone’s taste. So Southerly had essentially cornered a market and then somehow managed to self destruct. Impressive. It was therefore a great relief to many of us when Discovery Yachts – now operating under the name of The Discovery Group – salvaged the brand.

Anyone who hasn’t been following the shenanigans at Discovery’s Marchwood factory has missed a treat. The manufacturer had made a name for itself in creating high quality blue water yachts but was at a crossroads in 2016. With a new CEO at the helm the decision was taken to expand aggressively and the result has been a range that has ballooned beyond recognition to the point where it can get quite confusing. Anyway, the Southerly 480 is one of the first results of all this feverish activity and I was fortunate to be one of the first to test the new boat.

I had been impressed by the sensible business values that seemed to have underpinned Southerly’s resurrection but stepping aboard was  the moment where you finally thought ‘well, are these guys for real?’ The fear was that what I was going to see was a rather dated rehash of the old Southerly 47 – first launched in 2012. The hull is essentially exactly the same, after all. Well, I’m always happy to be the bearer of good news and this wasn’t the case. I wasn’t worried about the hull as I knew that looked good. She was designed by Stephen Jones – perhaps best known for his work with Rustler Yachts – and a man renowned for penning a sweet line. No – I was more worried about the general feel in the cockpit and the interior. I need not have worried. Discovery Yachts always had a fine name for quality workmanship and it was immediately evident here. I would say there has been a bit of a step up in terms of quality. Meanwhile, the deck mould is all new; slightly higher than it was on the original 47 and with a big wraparound windscreen she looked strikingly modern; more aggressive than the original version and – whisper it – a little bit flashy. Anyway, it worked, and visually she was impressive. There is an option for an arch over the cockpit for the mainsheet but the test boat did not have this.

At this point it’s probably worth discussing the keel as that is one of the key selling points of the Southerly. The beauty of resurrecting the brand is that their swing keel system is thoroughly tried and tested. Southerlys have crossed many oceans and completed innumerable circumnavigations. The principle is not like a lift keel which retracts vertically into the hull. Instead, the swing keel operates like a giant centreboard in a dinghy. It’s raised and lowered by combining a hydraulic ram, high tensile rope and pulley blocks. The benefit of this system is that if you touch the bottom, the cast iron keel is simply nudged up a tad. No damage done. The entire mechanism is easily inspected by lifting up a couple of floorboards in the cockpit. The yacht also features a ballast plate weighing in at four tons keeps her upright with the keel up and this plate also provides reinforcement when the yacht to is on the bottom when drying out. Twin rudders angled and built into the rocker of the hull aft provide yet more stability when drying out.

The cockpit feels familiar and is reassuringly enclosed while also being pleasantly sociable. I dislike the use of the word ‘ergonomic’ but it does apply in this case as the cockpit seats were all very thoughtfully angled in a manner that made them supremely comfortable for lounging on. Most of the running rigging is led under the deck to a pair of electric winches on the coachroof. The sail controls are led aft to a pair of primaries within reach of the helmsman and there are a secondary pair of winches just forward of these. The rig features a powerful mainsail and self tacking jib with a second larger headsail set outboard of the self tacker on a sprit. This is a good versatile set up for blue water sailing – and coastal sailing for that matter – certainly for boat testing it means you can throw the yacht about without really thinking about it. Heading forward there are plenty of good handholds plus a substantial double anchor roller.

Discovery has been refining the concept of deck saloons for some time now. Many manufacturers have to be fair. I do recall that a lot of the early DS yachts actually rather screwed it up by having the windows slightly too high. So there was a lot of light but you were constantly craning your neck to confirm that the view was really there. This was partially the case on the old 47 and the new design has rectified the issue by raising the coachroof just a tad and dropping the windows down a touch. This means that when you step into the saloon you are greeted with excellent panoramic views.

Sam’s verdict

The return of the Southerly is a welcome one. If you are cruising highly tidal areas you are missing out on about 50% of the action without a shallow draft. Yet by the same token, the 480 is a proven blue water performer and the new boat has certainly been carefully thought out. She also looks good and sails well. The quality of Discovery Yachts handiwork also shines through in the fit out and finish and the general feel is that the old 47 has been improved and refined. Of course, lift keels are not for everyone but they have a lot to commend them and the return of this old favourite should help to win over a few more converts.

Specifications Overall Length: 15m  (49’0”) Length Waterline: 13m (42’8”) Beam: 4.46m (14’6”) Draft Keel Up: 1m (3’3”) Draft Keel Down:  3.1m (10’2”) Displacement: 17,256kg (38,043lbs) Sail Areas Main: 58m2 (625ft2) Self-tacking jib: 45.6m2 (490ft2) Furling Genoa: 72.5m2 (780ft2) Engine: Yanmar 80hp

Price: (sailaway) £695,000

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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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• Yachting Monthly
• Digital edition

See the new Southerly 32 sail

• May 8, 2008

Exclusive video of the new lift-keel cruiser on test

The June issue is out today – Thursday, 8 May.

Included in a jam-packed issue is great advice on getting afloat for under £5,000 and using a PC to navigate at sea.

There’s also a test of the new Southerly 32 – the exciting new lift-keel cruiser.

Buy the issue to read the YM verdict and click on the frame below to see the Southerly 32 under sail during the YM test.

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Introducing

Deep draft performance without compromise.

A key benefit of the variable draft keel is not only shallow draft opportunities but also enhanced performance from a deep high aspect ratio keel when fully lowered.

In practise, the boat is stiffer as a result of the improved righting moment, therefore carrying her sail better than other yachts and carving her way efficiently to windward in a seaway. The keel’s aerofoil shaped cross section, with weight concentrated at the tip, is optimised for sailing to windward, allowing you to point as high as 30° apparent with minimal leeway.

The variable keel geometry allows the keel to be set at any position between fully raised and lowered, enabling the keel to be set and optimised according to your point of sail.

An example of this is having the keel fully raised when sailing downwind.

EXPLORE WHERE OTHERS CANNOT

Southerly’s trade mark variable draft keel enables the draft to be reduced to as little as 0.84m (3 feet). The opportunities are endless for accessing and exploring remote anchorages, harbours and inland waterways worldwide, without the draft restrictions imposed on other yachts.

Shallow draft capabilities can save precious time when entering or leaving locked marinas or even crossing a shallow bar in some harbour entrances. When approaching shallow waters, the keel can simply be raised to avoid grounding, and killing time for a safe height of tide.

Design Dimensions

Length Overall 13.30 m 42 ft 7 ins

Length Waterline 11.11 m 6 ft 5 ins

Beam 4.03 m 13 ft 3 ins

Draft – Keel Up 0.84 m 2 ft 9 ins

Draft – Keel Down 2.72 m 8 ft 11 ins

Displacement 11,341 kg 25,003 lbs

Ballast Weight 2,100 kg 4,630 lbs

Keel Weight 1,570 kg 3,461 lbs

Total Ballast 3,670 kg 8,091 lbs

Air draft 18.50 m 60 ft 7 ins (not including whips)

Main Sail 44 sq m 477 sq ft

Jib Area 31 sq m 334 sq ft

Optional Code 60 sq m 645 sq ft

Engine Yanmar 57hp

Fuel Capacity 310 L 82 Gal

Water Capacity 325 L Min 86 Gal Min

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Southerly 32

Sailboat specifications.

• Last update: 25th March 2020

Southerly 32's main features

Southerly 32's main dimensions, southerly 32's rig and sails, southerly 32's performances, southerly 32's auxiliary engine, southerly 32's accommodations and layout.

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