The cutter – A simpler solution is to rig the boat as a modern cutter. The cutter’s jib should be high cut for more effective roller reefing. The staysail set inside it is on a permanent forestay with running backstays for heavier going. This sail might also be on a roller, but there is much to be said for keeping it on deck and hoisting it when required. It can be made ‘self-tacking’ by means of a boom on a traveller, or by a single sheet led aft via a turning block well up the mast. The staysail can be set inside the jib to power up the fore triangle or used alone in heavier going. The boat probably won’t point quite so high with both sails drawing, but she will smash through heavy seas more powerfully. Since no yacht points at her highest in such conditions, little is lost and much can be gained. In survival extremes a cutter retains the option to substitute the staysail for a storm jib and, like any other yacht, she can set a trysail (page 94).


The sad fact is that most cruisers do not have sail wardrobes like these and must manage as best they can with a single roller genoa. For such a boat working upwind towards safety in severe conditions, the only satisfactory answer is to motorsail. Reef the mainsail as deeply as possible and haul it out flat; sheet it hard in and motor to windward at between 30° and 45° as the seas dictate.


Boat heading to windward will experience a much stronger apparent wind than one going downwind.


Jib Genoa


Staysail


Headsail arrangement for modern cutter. Note: The high-cut jib alternative to the Genoa.


True and apparent wind in heavy weather A yacht running downwind at 6 knots with an apparent wind speed of 30 knots will, should she be obliged to turn instead to windward, find herself battling with over 40 knots. This is a full gale. The force exerted by wind on canvas increases as the square of the wind speed, so at 40 knots she’ll be suffering not far off double the load she was coping with in 30 knots. In boats without anemometers, this is an easy mistake to make and every experienced sailor has received a nasty shock from it at some time or other. Even if you have a dial to put numbers to what you can see with your own eyes, it still may not prepare you for the full effect of the difference. Therefore, if you find yourself on a broad reach or a run, knowing that after rounding some corner or offlying hazard your course will come up higher onto the wind, you’ll need to make any necessary preparations before it happens. Even if you don’t anticipate having to alter course, there is still the possibility of some unforeseen emergency demanding that you round up. The bottom line of this advice is that it is rarely prudent to drive too hard downwind in a blow. If you’re racing you’ll have to make peace with your conscience, but a cruising skipper should always be second-guessing the odds.


92 | MANUAL OF SEAMANSHIP


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