2009 Malo 46 Classic

Nigel Calder’s Malo 46 ‘Nada’

1. Overview

‘Nada’ is a ‘classic’ Malo 46 (with a transom instead of a ‘sugar scoop’ stern), substantially customized by Malo based on Nigel’s 40+ years of live-aboard family cruising, his many years of boat testing for Sail magazine (during which he noted numerous small details that he liked, and those that he did not like), and an extensive background in boat system’s design which is summarized in his ‘Cruising Handbook’.

‘Nada’ was launched in late 2008 and has been meticulously maintained and upgraded ever since. For the first eight years, ‘Nada’ served as the test boat for various hybrid and energy efficiency projects funded by the European Union, the UK government, and private investors. ‘Nada’s’ incomparable energy systems are a spin-off from this (see Section 4). Subsequently, the typical operating profile has been three summer months cruising in northern Europe, and nine months laid up ashore under full covers in non-freezing climates, with a dehumidifier running continuously within the boat, and with all cabinet doors removed or opened to ensure no condensation.

‘Nada’ is optimized for comfortable off-the-grid short-handed cruising. There are certain features that are obvious, most notably the outstanding galley (which is quite likely the finest on any 48-foot boat in the world), and others that are not so obvious.

The Rig and Sailplan

‘Nada’ is technically a cutter (see Section 2) but in normal service is rigged as a sloop with a roller reefing genoa (Harken roller reefer), and a fully battened mainsail. A new heavy-duty mainsail and genoa were installed in 2021. They have seen little use, initially because Nigel and Terrie could not get to ‘Nada’ during Covid.

The mast and standing rigging are all substantial. Most of the standing rigging was removed and put in storage at the time ‘Nada’ was launched to make way for testing of DynexDux fiber rigging. The stainless steel standing rigging was put back in 2014. As such, it is essentially 10 years old, which may be an issue with some insurance companies. It and its end fittings have been regularly inspected, including at the masthead and spreader tips. There are no signs of corrosion, stranding, or cracking of swages.

The mast and standing rigging have been modified from the standard Malo 46 as follows:

• The standard 19.8 meter (65’) mast height has been reduced to 19.3 meters (63’6”) and the boom extended to compensate for the loss of sail area, enabling ‘Nada’ to sail under the bridges on the Intracoastal Waterway (ICW) in the United States (the ICW runs the full length of the United States east and south coasts, enabling the ‘inside’ route around treacherous Cape Hatteras to be taken in the wintertime)
• The swept-back spreaders have been replaced with in-line spreaders so that the boom can be let well out on a run without risk of damaging the full-length mainsail battens on the shrouds
• There is a removable inner ‘solent’ forestay for the cutter rig (which Nigel and Terrie have only used a handful of times - the removable inner forestay enables the genoa to be tacked without having to roll it up); the mast section is stiff enough to not require running backstays
• Two additional sets of sheet lead tracks and cars enable the cutter sail to be sheeted in tight for close hauled work, and let out for off-the-wind sailing
• Mast steps have been added up to the first set of spreaders for navigating through poorly charted coral (sitting on the lower spreaders is the perfect place to be); additional steps at the masthead enable the masthead light and fittings to be serviced; a tri-color masthead light has been added to the standard navigation lights
• The mainsail is fully-battened, using Selden’s excellent in-the-mast cars (they never seem to jam); a trysail track has been added to the outside of the mast so that a trysail can be set in extreme conditions (it has never been necessary)
• The lazyjacks for the fully battened mainsail can be pulled forward when raising the sail; the battens never foul the lazyjacks, including if raising the sail off the wind
• The three reefs in the mainsail can be pulled down and let out at almost all wind angles (no need to round up to reef in heavy weather)
• A longer-than-normal pole is stowed on the face of the mast for winging out the genoa to the maximum extent possible; an innovative sheet lead arrangement eliminates the need to re-route the genoa sheets (which is otherwise necessary to avoid fouling the lifelines)

Hull and Deck

The hull and deck are constructed to Malo’s rigorous standards with the following modifications:

• The standard keel, with its 2.1 meter draft (6’ 9”), has been replaced with a somewhat heavier bulb that maintains the same center of gravity with a 1.8 meter draft (6’); this is to enable ‘Nada’ to be taken into some of Nigel’s favorite anchorages in the Caribbean and the Bahamas

• Based on decades of anchoring experience in hundreds of anchorages with highly variable bottom and setting conditions, the ground tackle facilities have been substantially re-designed over those on a standard Malo boat: a Lighthouse windlass is installed in a shallow well; a salt-water hose knocks the mud off the rode as it comes aboard; any residual mud is trapped in the well and exits down drains instead of running back down the side decks; a second bow roller is available for a second anchor
• The primary 30kg (66lb) Rocnor anchor has an all-chain rode and is self-stowing (if the anchor comes up the ‘wrong’ way it automatically flips over - setting the anchor and retrieving it is just a matter of standing on the appropriate foot switch); a large cleat in line with the bow rollers enables a snubbing line to be easily added with a chafe-free lead over the bow (see Section 3)
• A substantial locker contains in one half the saltwater washdown hose and in the other half a spare bronze fisherman-style anchor with chain lead and hundreds of feet of additional nylon rodes
• A third Fortress anchor is stowed on the stern rail
• The foredeck arrangement includes a second locker large enough to hold an asymmetric spinnaker which is hoisted out of the locker in a sock and then dropped back in after use (it makes setting and dousing the spinnaker easy for a short-handed crew, and enables ‘Nada’ to be sailed after most cruising boats have cranked the engine to motorsail)
• Malo’s traditional teak decks have been eliminated (teak decks add unnecessary weight in the wrong place and in a hot climate get too hot underfoot to walk on in bare feet, collect dirt, and after ten to twenty years need replacing at considerable expense); the non-skid surface on ‘Nada’ provides just as good a grip when wet, looks great, is easier to clean, and will never need replacing
• The traditional teak cabintop handrails have been replaced with stainless steel handrails; the emphasis is on Malo’s traditional good looks without the maintenance
• Malo’s two deck vents have been augmented with four additional vents
• There is stowage on the foredeck for an 11-foot (3.4 meter) Avon ‘Rover’ inflatable dinghy fully inflated, with a tie-down arrangement strong enough to handle seas breaking over the bow and crashing into the dinghy; the dinghy is easily launched and retrieved with the halyard for the cutter sail
• A spare genoa halyard has an extended tail that allows the snap shackle to be lowered to the water in case it is needed to haul up a person overboard; the halyard can also be rigged to send someone up the mast using one of the electric cockpit winches
• There is a secure mount on deck for the Avon liferaft
• Malo’s cockpit arrangement is the best seagoing cockpit on any cruising boat built today, and works extremely well in harbor; the only change is the canvas bimini has been replaced with a hardtop on which 340 watts of solar panels are mounted
• Two custom inserts enable the cockpit seats to be converted into full-length berths for those who like to sleep out under the stars in the tropics; an additional insert provides a secure, protected seat in the companionway when watch-keeping in rough weather
• There is a full set of cockpit cushions
• Two electric Andersen genoa sheet winches are augmented with an Andersen electric winch for the mainsail halyard (also used for taking in the Harken roller reefer for the genoa, and pulling in the leech lines for the three mainsail reefs); there is a manual winch for the mainsheet, outhaul, vang, and preventer
• The large locker under the helmsperson’s seat holds the cutter sail (rarely used), a storm jib (never used), the hydronic central heating system, customized stowage for dock lines, the shorepower cord and freshwater hose, cleaning supplies, maintenance fluids (oil, etc.), the companionway drop board, and other fittings and equipment
• At ‘Nada’s’ stern, a ‘classic’ transom results in a spacious after deck for handling docking lines, fenders, etc., with a large lazarette, which solves the perennial lack of stowage found on almost all long-distance cruising boats
• There is rail-mount stowage for two outboard motors (a Suzuki 15 HP and a Torqeedo T1003), and a lifting crane built into a pole that also provides a mount for a radar, a wind generator, two GPS’s, and the stern light (which gets the light up high enough to not interfere with the helmsperson’s night vision when looking astern, and also makes the light more visible to shipping)
• Two seats are built into the stern rail
• A boarding ladder mounts at the stern, as well as to port and starboard
• A Malo stern anchor arrangement can be easily added
• There is a gas line for a propane-fueled barbecue (the barbecue is stowed in the lazarette)
• Malo’s EU-style propane locker has been augmented with a large LPG locker that accommodates two US-style 20lb propane cylinders (adequate for a family of four to cook aboard full-time for two months), or two UK-style 7 kg cylinders, with additional space for an outboard motor fuel tank (no risk of gasoline being spilled in the bilges); the EU-style self-draining locker now stores spare genoa sheets, a spare genoa roller reefing line, spinnaker sheets, and the foreguy/afterguy rig for the downwind pole

Everything about the deck, sailplan, cockpit arrangement, and ground tackle handling has been designed for ease of operation. Nigel and Terrie, both well into their seventies and with significant physical issues, recently passaged from Ireland to the UK, down the Atlantic coast of France, across the Bay of Biscay, and along the Atlantic coast of Spain, sailing, anchoring, raising and lowering the dinghy, and docking without additional crew.

Interior

The interior features a three-cabin lay-out, with stowage space for two people in each cabin, plus forward and aft heads with showers The cabinetry throughout is vintage Malo, built to standards seldom seen today. ‘Nada’ is a stunningly beautiful boat.

The following are the core interior modifications:

• The forward (owner’s) cabin is standard, except for the addition of a second diesel tank beneath the forward end of the berth in what is normally a hard-to-access space (this tank is typically not filled, except on long passages; it can be used as a trimming tank if too much weight is placed in the stern lockers); the powerful 10 kW bow thruster is under the center portion of the berth, and a watermaker under the aft portion, plus stowage for the heavy duty boat layup covers.
• All lockers in the three cabins, under the saloon settees, and elsewhere have ventilation slots
• The saloon area features Malo’s beautifully designed, trademark saloon table; the starboard side settee is set on slides that enable it to be drawn up to the table so that up to eight people can sit for a meal
• The saloon settees have been modified to create two full-length, exceptionally comfortable sea berths, for which lee cloths are provided
• There are loose covers for all the saloon cushions to make it easy to keep them clean (the cushions look new)
• An additional grab rail has been added all around the cabin side at shoulder height, which is the optimum height for hanging on in rough weather
• Access to the stowage beneath the sliding saloon settee has been upgraded by adding drop front hatches in the face of the lockers, and elsewhere by breaking up the cushions into easier-to-lift sections
• The entertainment system includes a CD/DVD/AM/FM stereo system with a drop-down 19” flat screen monitor; there are speakers in both the saloon and the cockpit
• Malo’s standard galley has been heavily modified with centerline double sinks, front opening Frigoboat fridge, top opening Frigoboat freezer with additional insulation, Corian countertops, custom cabinets and spice cabinet, chopping block and dishrack stowage, a 4-burner Force 10 propane stove, a separate (stowable) induction stovetop, a full-size microwave, and stowage for various electric appliances (kettle, food processor, etc.)
• The galley arrangement creates a secure place in front of the sinks that is offset from the stove such that the cook can get wedged in during rough weather and when heeled, placing the cook out of the ‘firing line’ should something hot get spilled from the stove
• The two (for redundancy) independent Frigoboat refrigeration units each have a keel-cooled condensing unit; these provide the benefits of water cooling without the energy load of a water pump, and without the need to winterize the systems
• Malo’s standard navigation station has been heavily modified with a large desktop (optimized to provide the maximum possible working surface in the event paper charts are needed; it also serves as Nigel’s office at anchor), foldout seat, electric panel, systems monitoring devices, tank gauges, VHF radio and navigation data, and extensive stowage for paper charts, cruising guides and manuals, multimeters, and numerous accessories (small batteries and chargers, traditional navigational tools, snatch blocks, pens, miscellaneous spares, etc., etc.)
• The aft head compartment has been modified to include a wet locker
• The two head doors are lined with white laminate to make them easy to clean
• The hydronic heating system has outlets in all cabins and both head compartments

Note: the freezer compressor occasionally (this happens once or twice over the course of an extended summer cruise) fails to shut down on the thermostat and pulls the box temperature well below 0°F (-17°C). It has been doing this as long as Nigel and Terrie have had ‘Nada’. It does not cause a problem except condensation around the icebox lid freezes the lid shut. The fix is to turn the freezer off (the ‘Freezer’ virtual circuit breaker in the Capi2 ‘house’ page) for a couple of hours and then turn it back on once the freezer temperature has risen to normal (Nigel and Terrie keep it at 8°F/-13°C).

2. Sails, Sail Trim, and Reefing

The mainsail and genoa were new in 2019. They are heavily built. Covid struck before they could be used. In 2021 Nigel and Terrie sailed from the UK to Spain, and then had to layup in a hurry because Spain was closing down with another round of Covid (‘Nada’ was in the water for only three weeks). In 2022, 2023, and 2024 the sails saw three months use each year pottering around Galicia (Spain), southern Ireland, and the western UK, with a couple of Bay of Biscay crossings in between. That’s the sum total of usage.

There is a cutter sail and a storm jib, both hanked onto the removable inner forestay. The former has only been used a handful of times; the latter not at all.

There is a spinnaker in a sock which has seen limited use.

The Mainsail

The mainsail is loose footed on the boom. There is an outhaul, to tighten the foot of the sail, and a spring-loaded rigid vang. The lines for both are led to jammers on the starboard side of the cockpit. The mainsheet winch is used to tension them. The mainsheet is led through a car on a track on the top of the Targa arch, with lines to move the car from side to side coming down each side of the Targa arch into the cockpit. These are the principal means of trimming the mainsail – mainsheet, vang, outhaul, and Targa arch car.

There is a preventer led to the same block of jammers. There are attachment eyes on the caprails forward of the mast to port and starboard. The preventer is clipped on with a snap shackle. When not in use, the snap shackle attaches under the boom just aft of the vang attachment point. It is accessible regardless of how far out the boom may be – no need to hang over the side to set the preventer.

The mainsail is fully battened. It is dropped between lazyjacks. There is a pull-down line from the headboard with the other end attached at a point lower down the sail. When the sail is dropped, this line comes within reach, enabling the headboard to be pulled down tightly against the rest of the cars. The pull-down line is cleated off to secure the headboard.

There was a StakPak sail cover arrangement (the two canvas halves are stowed in the lower lazarette locker; the two battens are tied to the starboard cabin top handrail). Because of the height of the sail when lowered and piled up on the boom, Nigel and Terrie never found an easy way to zip up the StakPak so they reverted to a conventional sail cover.

After the sail is dropped between the lazyjacks, the sail is secured on the boom with 4 to 6 sail ties, the lazyjacks pulled forward to cleats on both sides of the mast, and the sail cover put on. This way, the lazyjacks are out of the way when hoisting the sail, enabling it to be raised with some wind in it with no fear of fouling the lazyjacks.

To keep the mainsail halyard from banging on the mast and disturbing sleep when the sail is not in use, after the mainsail is stowed the halyard is slackened, a line is placed around it and taken to either of the eyes on the cabin top turning blocks to port and starboard of the dodger, and the line is tightened to pull the halyard away from the mast. The halyard is re-tightened.

Mainsail Handling

The mainsail is hoisted with the forward port side electric cockpit winch. Typically, one person operates the winch while a partner sequentially undoes the headboard pull down line and then removes the sail ties. This way the sail does not spill over the deck. The mainsheet, on the forward starboard side cockpit winch (and maybe the vang if really tight) needs to be loosened for final halyard tensioning.

The halyard is a combination wire/rope halyard. The rope section is on the winch and in the jammers. The outer cover to the rope is slippery. Nigel and Terrie had trouble getting a single jammer to grip, which caused some damage to the cover, so added a second jammer. The halyard still slipped on occasion. They then discovered all you need to do to prevent slippage is add gentle finger pressure to the jammer when releasing the halyard from the winch!

There are three reefs installed. Nigel and Terrie do not have single line reefing. It puts too much friction in the system and adds a ton of line in the cockpit. Instead, the tack for each reef at the mast is secured at the mast, and then the leach pulled in from the cockpit, using the mainsail halyard electric winch.

Note that the reefs can be pulled down and let out with wind in the sail on everything up to a run in which the battens are contacting the spreaders. In this case, the mainsheet needs to be tightened until the battens are away from the spreaders. There is no need to round up or to let the sail flog to pull in and let out reefs.

The reefing process is:

• Ease the mainsheet and vang if pulled down hard (to allow the end of the boom to lift when the leach is pulled down).
• Let out the halyard until the relevant mark on the halyard (for reefs 1, 2, and 3) is in front of the jammer. When the mainsheet is eased, the sail will shake itself down even with wind in the sail, including when sailing well off the wind.
• Go to the starboard side of the mast and clip the snap shackle for the tack pull down line to the relevant reefing ring. Note that there is a fair bit of line fed through a jammer attached to the snap shackle. If necessary, open the jammer, pull out some line to make it easy to clip the snap shackle to the ring, and then pull the ring down as low as you can (use the mast-mounted winch if necessary, but it should not be) and close the jammer. The snap shackle secures the ring. This way a single person can reef without risk of the ring falling off a reefing hook while going back to the cockpit to tension the halyard.
• Tension the halyard and tighten its jammers. Remove the halyard from the winch.
• Put the relevant leach reefing line (blue for 1, red for 2, yellow for 3) on the mainsail halyard winch and pull in the reef, taking slack out of the other reefing lines as you do this. If necessary, ease the mainsheet and vang to allow the boom to lift as the last of the reef is pulled in.
• For the next reef, drop the halyard to the mark, unclip the snap shackle from the previous reef’s tack ring and clip it to the new reef’s tack ring, and proceed as above.
• To let out a reef, ease the halyard to take the pressure of the snap shackle, release the snap shackle and attach it to the next reefing ring (if there is another reef still in the sail), release the jammer on the relevant leach line (yellow, red, or blue) and the jammer for the leach line on any reef above this one (not below), raise the mainsail and tighten the halyard.

Reefing and unreefing can be done singlehanded and takes less time than this explanation!

This mainsail is more work than an in-mast or roller boom mainsail. The upside is it sets beautifully and there is no machinery required to handle it that could break and cause trouble.

The Genoa

The genoa is on a Harken roller reefer. It is unrolled by taking a couple of turns with its roller reefing line around the mainsail halyard winch (close the jammer on any line already on the winch and remove it from the winch) and releasing the genoa reefing line jammer on the port side coaming (don’t forget to do this!!). The relevant genoa sheet is tightened (one of the aft cockpit electric winches) while the roller reefing line is eased out. Maintain a slight pressure on the roller reefing line to ensure it winds up tightly on the roller reefing drum.

When rolling out the sail, after a few turns are unwrapped take up the slack on the genoa’s lazy sheet (the one not being used to unroll the sail). If this is not done, the lazy sheet can develop sufficient slack to droop down and snag the large center cleat on the foredeck. This is not a big deal, but someone has to go forward to unhook it.

The genoa sheet is run through a car on a lengthy track. The principal mechanisms for trimming the genoa are genoa sheet tension and moving the car back and forth.

There is a downwind pole mounted on a track on the face of the mast. This is long enough to fully extend the genoa. The lines for pulling the pole up the track and for hauling it down are led through jammers rather than around cleats, which makes the process easy and well controlled. A topping lift is left attached to the pole when it is stowed; a foreguy and afterguy rig is stored in the aft starboard side deck locker.

When the pole is in use, a snatch block is attached to an eye on top of the sets of turning blocks to port and starboard of the forward face of the dodger. The genoa sheet lead car is brought all the way aft, and the sheet is then clipped into the snatch block. This way the sheet clears the lifelines and there is no need to re-run it for pole use. The genoa sheet leads are long enough to jibe the genoa, or to roll it up, without having to take down the pole. The pole topping lift, foreguy and afterguy keep it in position.

The genoa is reefed by putting its roller reefing line on the mainsail halyard electric winch (if necessary, close the jammer for any line already on the winch and remove the line from the winch) and rolling up the sail while easing out whichever sheet is tight (the sheet will be on one of the aft cockpit electric winches). If the roller reefing line becomes excessively tight (you will hear the winch beginning to struggle) stop and find out what is jamming things!

The genoa can be reefed with just enough wind in it to keep it from flogging, but this should not be done with the sheet any tighter. Nigel has not tested to see if the electric winch used for reefing is powerful to put sufficient pressure on the reefing line to damage the roller reefing mechanism.

There is a spare genoa halyard on the starboard side of the mast. Its snap shackle is clipped to a deck-mounted padeye at the shrouds on the port side. This padeye is also used by the removable inner forestay (see below). Nigel uses a sail tie to keep the inner forestay and spare genoa halyard tensioned in a manner that prevents them from tapping on the spreaders (which can be surprisingly noisy down below).

The spare genoa halyard has a long enough tail to allow the snap shackle to be lowered to the water in case it is necessary to lift someone out.

To go up the mast using an electric cockpit winch, the mainsail outhaul is removed from its jammer (on the starboard side of the cockpit), from the cabin top turning block (alongside the forward face of the dodger), and from its turning block at the base of the mast and replaced with the spare genoa halyard. The halyard is not quite long enough to get the required turns on the electric winch. It is necessary for the person going aloft to get in the bosun’s chair and then use the lower two steps on the mast to climb up until sufficient halyard line can be pulled into the cockpit to get the turns on the winch.

Note that when attaching the bosun’s chair Nigel never relies solely on the snap shackle on the halyard – he always adds a backup lashing. When going up, the outhaul jammer (at the cockpit) is kept closed so that even if the hoisting line comes off the winch the bosun’s chair will not drop. If going to the top of the mast, it is essential to have good communication with whoever is operating the winch in order to stop hoisting before dragging the halyard shackle into the masthead fitting. When coming down, the jammer is opened, and the halyard eased out from the cockpit winch (a couple of turns on the winch is all that is needed to maintain control).

The Spinnaker

The asymmetric spinnaker is hoisted in a sock directly out of its locker in the foredeck. The halyard is on the starboard side of the mast. When not in use, the snap shackle at its lower end is clipped to a deck-mounted padeye at the starboard shrouds. The snap shackle for the tack line is stowed on the bow pulpit with the tack line led aft to a jammer and turning block on the starboard side alongside the cockpit winches. The sheets are stowed in a locker on the starboard side of the aft deck. The sheets are led through port and starboard turning blocks aft of the cockpit to the cockpit winches. Once the lines are in place the sock is hauled aloft and the spinnaker trimmed. The sock is hauled down to muzzle the spinnaker which is then dropped back into its locker.

At anchor, the spinnaker halyard is used to hoist an anchor ball, with a line from the lower side of the ball tied off to the attachment point for the solent (cutter) rig (see next item).

The Solent (Cutter) Rig

There is a removable inner forestay which is stowed at the padeye on the port side at the shrouds. The rig clips to a fitting on the foredeck and is tightened with a handwheel. The sails (staysail jib and storm jib) are stowed under the helm seat in the cockpit. They are hanked on. The halyard is cleated off on the starboard side of the mast. Two sets of tracks on the cabin top provide different sheeting options for close hauled work and off the wind sailing.

Nigel and Terrie have rarely set the jib and other than for testing have never set the storm jib. The genoa is built strongly enough to be reefed down to storm size. In normal use the snap shackle for the jib halyard is clipped to the same padeye on the starboard side at the shrouds as the spinnaker halyard. The jib halyard is used to hoist the dinghy on and off the foredeck.

3. Anchoring Procedures

The primary anchor is a 30kg (66lb) Rocna with ~160 feet (50 meters) of chain rode which can be extended with one of several nylon rodes up to hundreds of feet in length. When underway, the anchor is secured with a short line through its shackle between the large mooring cleats to port and starboard (it is important to take a turn around the anchor shackle to prevent the shank moving from side to side at sea).

The Lighthouse windlass has a chain gypsy to starboard and a rope drum to port. Foot switches for ‘down’ and ‘up’ are to starboard. In practice, Nigel and Terrie find the ‘down’ switch to be too slow. They release the clutch (the three handspikes on the starboard side) to let the anchor and chain out.

When the clutch is undone it typically does not initially release. To get it to release, after undoing it (the handspikes) momentarily step on the ‘up’ foot switch (with the anchor still raised and at the stemhead). This will break the clutch loose. When ready to drop the anchor, undo its securing line and push it forward off the bow roller. It and the chain will roll out.

The chain is marked with two cable ties at 50 feet, three at 75 feet, four at 100 feet, and then one at 125 feet, two at 150 feet, and a series of single cable ties after that to warn the end of the chain is approaching. The chain is attached to a strong point in the anchor locker with a length of line which can be brought out on deck. If necessary to abandon the ground tackle in an emergency, it can be cut loose. If additional rode is required, the line to the strong point can be undone where it attaches to the last chain link (a bowline), and additional rode (in the rope locker on the port side just behind the windlass) tied on.

There is a nylon snubber line in the rope locker with a length of hose for chafe protection. The snubber is tied on with a rolling hitch (quicker and easier than trying to deal with a chain hook) and additional chain let out until the chafe protection hose is centered on the bow roller. The snubber is brought over the top of the windlass and tied off to the large centerline cleat behind the windlass. An additional length of chain is let out so that the anchoring load is taken by the snubber.

When retrieving the rode and anchor, there is a saltwater washdown hose in the locker outboard of the rope locker. The switch for the pump is in the Capi2 panel on the ‘Pumps’ page. The windlass is set in a shallow well, so any mud and weed coming off the chain is captured instead of running down the side decks. The stemhead arrangement is such that if the Rocna comes up upside down it will automatically flip over (with a bit of a bang!).

In calm conditions, the chain builds up a tall, narrow pyramid in the chain locker. On rare occasions this can build to the point that the chain fills the chain pipe and piles up under the gypsy on the windlass just before the anchor seats in the stemhead. To clear this, let the anchor back out with about 20 feet of chain and retrieve it once again. The chain almost always tumbles down the side of the pyramid clearing the pile up. Note that Nigel and Terrie have anchored well over 1,000 times and have never had the chain jam in the locker or chainpipe.

The chain locker is set below the waterline. It drains back to the main bilge pumps under the cabin sole between the navigation station and the galley. For extended passages and in rough weather the chain pipe should be stoppered. There is a plate attached to the windlass base that hinges around to do this. If this is done, it is important to remember to unstopper the chain pipe before trying to let the anchor and chain back out. The bilge pumps take care of any residual water that finds its way into the chain locker.

There is a Fortress FX23 anchor with chain lead attached to the stern pulpit. There is a disassembled 55lb bronze Fisherman-style anchor with chain lead in the rope locker. Nigel and Terrie have not needed either. The Rocna is qualitatively better than any of the traditional anchors they have used in the past. It sets hard in pretty much any bottom. In light winds it holds with as little as 2:1 scope. They rarely, if ever, need more than 4:1 scope. (The Manson, Spade, and Ultra anchors have similar properties.)

4. ‘Nada’s’ Redundant Energy Systems

‘Nada’ is configured as a self-sufficient offshore cruising boat. The powerful energy creation and storage systems are essential for operation, onboard comfort, efficiency, and safety. They are configured to be extremely reliable and easy to use. In case of a failure in a remote cruising ground, ‘Nada’ has a second, redundant, independent energy system. Switching between the primary and secondary systems is straightforward. Both systems are backed up with spares for the key components.

‘Integrel’ System

The primary system is an 8kW, 48v Integrel system charging a 13.9kWh, 48v bank of Torqeedo lithium-ion batteries (under the aft port berth). The Torqeedo battery bank consists of four 3,745Wh, 24v batteries wired in series/parallel. The Integrel system is strictly an energy generation and storage system. There is no 48v equipment on ‘Nada’ other than a 48v inverter/charger (see below).

All house and other loads are at 24v and 12v, powered by AGM batteries (under the companionway ladder, and under the forward berth for the windlass/bow thruster/watermaker). The 48v lithium-ion batteries power the 24v and 12v systems via 48/24 and 48/12 DC-to-DC converters (under the galley sole). All batteries, converters, and associated wiring, fuses, etc., are readily accessible.

There are three 48/24 converters. The primary one is a 30A bi-directional Mastervolt unit with significant ‘smarts’ (programmable charging algorithms in both directions, although it is not currently automatically switching directions). The backup consists of two rugged 17A ‘dumb’ (fixed output voltage) 48/24 converter units wired in parallel. To switch between the ‘smart’ and ‘dumb’ units, the 24v ‘smart’ and ‘dumb’ output leads must be swopped at a terminal strip (under the galley sole; requires a flat-bladed screwdriver).

The 48/12 converter is a rugged ‘dumb’ 17A unit. There is no 48/12 backup, but there is a ‘normally off’ 24/12 backup. If the 48/12 unit fails, turning on the circuit breaker for the 24/12 converter powers the 12v batteries from the 48v bank in a two-step process via the 48/24 converter. The circuit breaker is in the main DC panel in the face of the aft end of the port saloon settee (see Section 5).

In normal service, the 48/24 converter ‘floats’ the 24v house bank with the house loads effectively being powered from the 48v battery bank. A Blue Seas AVR (automatic paralleling relay, under the forward end of the port saloon settee) parallels in the 24v windlass/bowthruster/watermaker batteries in the bow, so these too are permanently ‘floated’.

In normal service, the 48/12 converter ‘floats’ the 12v electronics battery. A Blue Seas AVR (under the galley) parallels in the 12v cranking battery, so this too is permanently ‘floated’.

The Blue Seas AVRs require no user intervention, although there is a switch in the cockpit engine panel to manually connect and disconnect the AVR between the electronics and cranking batteries. It is left permanently in the ‘auto’ position. It is there in the event both the cranking and electronics batteries are failing and the engine is cranked with the batteries paralleled via the AVR. Given failing batteries, the cranking load could momentarily drag the voltage down on both batteries to a level that trips the onboard electronics and shuts down the chartplotter at an embarrassing moment. This can be prevented by manually disconnecting the AVR (via the switch in the cockpit) such that cranking has no impact on the voltage of the electronics battery. This should never be needed.

Note 1: The Integrel system controller (under the forward end of the aft starboard berth) and display (in the navigation station) are powered by a feed from the 12v system on the boat. The feed originates (and has its fuse) at the forward end of the Torqeedo battery space. It is hard wired to maintain battery monitoring even if the 12v battery isolation switches (electronics and cranking) are turned off. The 12v feed comes to a circuit breaker beneath the UK-style AC outlet in the forward face of the aft starboard berth (the circuit breaker is tucked in here to minimize the chances of it being accidentally turned off). Typically, the only time it is used is if it is decided to reboot the Integrel system. To avoid any parasitic energy losses during a layup, Nigel’s standard practice is to disconnect all the battery negatives which also shuts down this circuit without turning the breaker off. If not disconnecting the batteries, the breaker should be turned off.

Note 2: There is a CAN interface datalogger with an SD slot mounted behind the hinged panel in the navigation station (the datalogger has a ‘2000’ label on its face). It continuously stores a ton of Integrel data which is downloadable to an SD card for troubleshooting purposes. It has been years (at least 8) since it was last used. Nigel doesn’t know if the current crop of technicians at Integrel Systems would know what to do with the data!

Note 3: Over time (years) the two 24v halves of the Torqeedo lithium-ion 48v battery bank may slowly get out of balance. The voltages are displayed on the ‘Bank 1’ page of the Integrel display (at the navigation station). When the voltage difference under load or when charging consistently approach 0.2v (e.g., 26.82v and 26.62v) Nigel rebalances by applying a small 4-amp, 24v charger to the 24v side with the lower voltage. This can be done at any state of charge, while discharging or recharging, and without interrupting use. The 4A charge is continued until the voltages between the two 24v halves of the 48v bank balance out to within 0.01v. The charge is continued for another 10 minutes or so to account for system hysteresis. The 24v charger is under the aft port berth in the forward outboard compartment. It requires a 230v/50Hz power supply which is supplied by the 48v inverter under the aft starboard berth. Connect the battery charger to the lower voltage 24v battery bank, plug it into the UK-style outlet, using a UK-to-Euro adapter, and turn the inverter ‘On’. There is also a 4-amp 12v charger in the same storage compartment which can be used for conducting a similar balancing exercise on the series connected 12v batteries for the 24v house and bow thruster banks, but this should not be necessary because these two banks both have Philippi balancing devices.

Backup System

The second energy system utilizes a 3.5kW, 24v American Power Systems (APS) alternator (high output at low rpm) with a Wakespeed WS500 controller (both installed in 2024). The APS alternator is driven by a separate belt to the Integrel system alternator (the two are independent). The WS500 is energized from the same feed as the engine room fans. The WS500 is installed in the engine maintenance space beneath the companionway ladder (the ladder is hinged up on gas-filled struts to access this space).

Although it can be done, when underway it is not advisable to run the APS alternator at the same time as the Integrel system. This will potentially overload the Volvo-Penta D2-75 engine. In normal service, a switch in the ignition circuit to the WS500 disables the APS system. This switch is kept ‘off’. It is alongside the WS500 wiring harness a little below the WS500.

If battery charging at anchor (a rare necessity) the D2-75 can technically handle both the Integrel alternator and the APS to minimize the engine run time needed, but so long as the Integrel system is functional the net gain will be minimal.

So long as the Integrel system is functional (it has been exceptionally reliable), the APS alternator is held in reserve and functions solely as a (very expensive!) belt tensioner for the engine’s freshwater pump.

Switching Systems

Given an Integrel system failure, turning on the engine room fans and the switch in the ignition feed to the WS500 powers up this system. In other words, two accessible switches bring the APS system online.

The APS alternator directly feeds the 24v house batteries and systems on the boat. The 24/12v DC-to-DC converter mentioned above (switched into service via its circuit breaker at the main DC system panel) powers the 12v electronics batteries. The two AVRs mentioned above automatically parallel in the windlass/bow thruster/watermaker batteries on the 24v side, and the cranking battery on the 12v side. All systems are now powered. This APS-based system is entirely independent of the Integrel system except for battery monitoring, which is not available if the Integrel system goes down (monitoring will require a multimeter).

The existing 24v AGM battery ‘house’ bank is small (100Ah). It relies on the feed from the Torqeedo batteries and the 48/24 converter to enable extended boat operation between battery charges (the 48v batteries are the primary energy storage for the system; the 24v batteries are only in place to act as a ‘buffer’ during intermittent high 24v loads). In the event of a failure of the Integrel system which cannot be fixed in the short term, the 48v Torqeedo bank can be reconfigured as a 24v bank by wiring all the batteries in parallel and moving the output conductor to an adjacent 24v busbar for the electric winches (in the forward face of the aft port berth). The APS alternator will now charge the Torqeedo batteries which will continue to serve as the primary energy storage unit on the boat.

IMPORTANT NOTE: WHEN THE WS500 IS POWERED UP VIA THE ENGINE ROOM FANS AND THE SWITCH IN THE POWER FEED TO THE WS500 IS TURNED ‘ON’, SO LONG AS THE ENGINE ROOM FANS ARE LEFT ON THE WS500 REMAINS POWERED UP EVEN AFTER THE ENGINE IS SHUT DOWN. IF THE WS500 IS LEFT POWERED UP WITHOUT ENGINE OPERATION FOR EXTENDED PERIODS OF TIME THERE IS A RISK OF BURNING OUT THE FIELD CIRCUIT IN THE ALTERNATOR. WHEN THE ENGINE IS SHUT DOWN THE FANS NEED TO BE TURNED OFF (THIS ALSO SHUTS DOWN THE WS500) OR THE WS500 MUST BE SHUT DOWN VIA THE SWITCH IN ITS POWER FEED. AS SOON AS THE ENGINE IS SHUT DOWN THE FANS ARE CLEARLY AUDIBLE, REMINDING THE OPERATOR TO SHUT DOWN THIS CIRCUIT.

Summary

So long as the Integrel system is functional, nothing needs to be switched. In the event of the loss of the Integrel system, switch on the WS500 (via the engine room fans and the switch in the WS500 circuit) and the 24/12 converter (the circuit breaker in the main distribution panel). That’s it! Given an extended outage of the Integrel system, reconfigure the 48v battery bank as a 24v bank and move the output conductor to the adjacent 24v busbar.

In the event of the loss of the Mastervolt 48/24 bi-directional converter, swop its output lead with the adjacent output lead from the backup 48/24 converters (wired to the same terminal block). In the event of the loss of the 48/12 converter, or the loss of the Integrel system altogether, switch in the 24/12 converter (a circuit breaker in the main distribution panel).

Battery Charging at Dockside

The 48v inverter/charger (Victron) has an appropriate charging algorithm for the 48v Torqeedo lithium-ion batteries. There is a 24v charger for the 24v batteries, and a 12v charger for the 12v batteries.

The 24v and 12v chargers have a ‘universal input’ – i.e., can be plugged into both EU-style and U.S.-style shorepower. The 48v inverter/charger can only be plugged into EU-style shorepower (230v/50Hz). For a detailed description of the AC system, see the separate notes (Section 5).

When in inverter mode, the 48v inverter/charger outputs a ‘European’ voltage and frequency (230v/50Hz). It is wired to a single UK-style outlet, which can be converted to EU-style with an adapter. This enables UK and EU electrical devices to be used on board if necessary. The rest of the boat is configured as a U.S.-style system (120v/60Hz).

Spares

There is a spare Integrel alternator and controller.

In the event of the loss of the WS500 controller, there is a spare Balmar voltage regulator with essentially the same wiring harness.

In the event of the loss of the APS alternator, there is a spare internally regulated 24v Volvo-Penta alternator. There is also a 12v internally regulated Volvo-Penta alternator. Either Volvo-Penta alternator can be mounted in place of the APS alternator. The original Volvo-Penta 12v alternator wiring harness is bundled up and tie-wrapped to the engine harness.

There is a Volvo-Penta bracket which takes the place of the Integrel alternator bracket enabling both Volvo-Penta alternators to be installed at the same time.

There are spare tensioner arms. There are spare drive belts for all configurations.

The Volvo-Penta engine is a conventionally injected engine. Other than for cranking, it does not require electricity to operate. There is a spare starter motor to ensure it can always be cranked.

There is a spare 24/12 converter.

There is a spare Blue Seas AVR.

Nigel and Terrie have not needed any of these spares!

5. Electrical Distribution System

Main DC Panel

‘Nada’s’ main DC switch panel is in the face of the aft end of the port saloon settee. It contains a battery isolation switch for the 24v ‘house’ batteries and a battery isolation switch for the 12v ‘electronics’ battery. These two switches are typically turned off when laying up the boat and turned on after a layup and otherwise not touched.

There are four circuit breakers for the Capi2 digital switching system which are explained in the Capi2 notes (section 6). These are typically always ‘on’ and never touched. There is a fifth circuit breaker for a 24/12 DC/DC converter. This is normally ‘off’ and never touched. Its purpose is explained in the energy systems notes (Section 4).

Beneath the switches and circuit breakers is a hinged panel that can be opened to access core fuses for the boat.

The seat above the panel hinges up. Under it, there are two switches. One silences the high bilge water alarm. It is always ‘on’. The other turns on the ultrasonic antifouling system. This is turned off when the boat is hauled and turned on when back in the water. The antifouling unit is beneath the cabin sole between the nav station and the galley. It also has an on/off switch which can be left permanently ‘on’.

Lower down in the area under the seat, two shunts are visible. These track the output from the solar panels and wind generator, which is displayed on the Phillippi touch screen at the nav station.

The smaller electronics box is the controller for the wind generator. The switch on it engages an electronic brake.

In the back is the 3kW Mastervolt inverter which powers all the house AC circuits (for more on this, see the section on the ‘Secondary DC and AC panel’ below). There is a switch in the face of the inverter for turning it on and off.

If the box in this space containing engine spares is unloaded, it can be removed (two screws), providing access to the boats Main DC Negative Bus, and also for inverter service. There is normally no need for this access.

Secondary DC and AC Panel

The Secondary DC and AC Panel is mounted in the forward face of the aft port berth. There are two battery isolation switches. One for the 12v cranking battery and the other to parallel the 12v electronics battery with the cranking battery for emergency engine starts. The cranking battery is turned ‘off’ when laying up ‘Nada’ and turned ‘on’ after a layup; the paralleling switch is normally ‘off’ (it has never been needed). In normal service the cranking battery is ‘floated’ from the 48v battery bank via the 48/12 DC/DC converter, and the electronics battery paralleled in via a Blue Seas AVR (see Section 4) so it is also floated. No user monitoring or intervention is required.

In order to ensure galvanic isolation of the shorepower from the onboard AC circuits, the shorepower inlet is wired ONLY to the battery chargers. There are three: a 24v charger (under the forward end of the port saloon settee); a 12v charger (under the aft end of the aft port berth); and a 48v Victron inverter/charger (under the forward end of the aft starboard berth).

The shorepower inlet is fed to an RCD (Residual Current Device, the equivalent of a U.S. ELCI) and main AC circuit breaker (these are in the aft hanging locker in the aft port cabin), and then to the AC selector switch in the switch panel (top right of the panel). The selector switch is left permanently in the ‘Shore’ position, except if there is a need to shut off shorepower when plugged in. The switch includes a polarity indicating device. There is no generator, so this switch position is not used.

When plugged into shorepower with the switch in ‘Shore’ position, shorepower is fed to the battery charger circuit breakers (lower left), not to the individual circuit breakers for the boat’s AC circuits beneath the switch. One battery charger circuit breaker feeds the 24v battery charger; the other feeds the 12v and 48v chargers. These circuit breakers are typically left permanently ‘on’. When plugged into shorepower, all the 24v and 12v batteries are then automatically maintained in a fully charged state. The 24v and 12v battery chargers have a ‘universal input’ capability, which means they can be plugged into both EU-style (230v/50Hz) and U.S.-style (120v/60Hz) shorepower.

There is an additional control panel for the 48v inverter/charger (in the forward face of the aft starboard berth). This must be switched either to ‘Charger only’ or ‘On’ to charge the 48v Torqeedo lithium-ion batteries. THIIS CAN ONLY BE DONE WHEN CONNECTED TO EU-STYLE SHOREPOWER; IF TURNED ON WHEN PLUGGED INTO U.S.-STYLE SHOREPOWER, THE INVERTER/CHARGER WILL BE DAMAGED.

The 24v batteries power a Mastervolt 3kW inverter, and this in turn powers all the onboard AC circuits via the AC circuit breakers beneath the selector switch. This approach breaks the direct connection between these circuit breakers and shorepower, eliminating the galvanic corrosion issue that typically comes on board with a shorepower connection.

To summarize, when the shorepower is 240v/50 Hz (e.g., in Europe), the 12v and 24v battery chargers, and 48v inverter/charger, maintain all batteries in a full state of charge, with onboard AC power provided by the 24v inverter. When the shorepower is 120v/60 Hz (e.g., in the USA), the 12v and 24v battery chargers maintain the 12v and 24v batteries in a full state of charge, enabling the onboard AC system to be used via the inverter, with the 48v batteries idled (the 48v inverter/charger is turned ‘off’).

To the left of the AC/battery charger panel is a panel for the electric winches which includes a circuit breaker for the hydronic heating system (installed under the helm seat, on the port side). These circuit breakers are normally left ‘on’ and never touched. To the right is a small panel with a button switch which turns the Torqeedo lithium-ion batteries on and off, with a battery isolation switch which turns the 48/24 and 48/12 DC/DC converters on and off (see Section 4). These switches are turned off for a layup and turned on to put ‘Nada’ back in service and otherwise not normally touched.

Forecabin Panel

The forecabin panel has a battery isolation switch which disconnects the 24v battery bank under the berth from the windlass, bow thruster, and watermaker. The windlass and watermaker have individual circuit breakers (downstream of the switch). The bow thruster has an emergency disconnect under the seat on the starboard side forward edge of the bed.

There is a separate display panel for the watermaker.

The windlass is operated with ‘up’ and ‘down’ foot switches in the foredeck.

The bow thruster is operated from a panel at the helm. To activate the panel, press both ‘on’ buttons simultaneously. The panel is configured such that the arrows indicate the direction of water flow/thrust (i.e., the bow will move in the opposite direction).

6. ‘Nada’s’ Digital Switching System (DSS)

‘Nada’ has conventional high current DC wiring up to the core house switch panels. The heavy-duty loads (electric winches, windlass, bow thruster) all have conventional switching. Also, the watermaker, which is in the bow and tied to the windlass/bow thruster panel.

The rest of the house loads (lights, fans, pumps, etc.) and navigation systems (autopilot, chartplotter, nav lights, etc.) are controlled via a digital switching system installed by a company called Capi2; if you say ‘Capi2’ quickly it sounds like ‘capito’ which is Italian for ‘I understand’ but nobody ever got it! Capi2 was a great company with great technology but not deep enough pockets to compete with some of the competition.

‘Nada’s’ Capi2 system has three core circuits (‘buses’) running from the DC main switch panel, each with a substantial negative and positive conductor and a communications conductor. One bus runs forward up the port side, one to the nav station and up the starboard side, and one aft. Each bus has a conventional circuit breaker at its ‘front’ end in the switch panel. A fourth circuit breaker powers up the control side (see below).

At strategic locations on each bus, blocks of four ‘nodes’ are installed. Individual circuits (to lights, fans, pumps, navigational loads, etc.) are wired to the nearest node. There are four major benefits to this approach: it reduces the wiring in the boat; it gets rid of the huge bundle of conductors which you typically see on a boat of this size coming into the main panel; the switching at the nodes incorporates intelligence (for example, if a lightbulb blows the control panel flags an alarm and tells you there is no longer a load on the circuit); and it simplifies troubleshooting (if a device fails to work, checking for output voltage at the Capi2 node when it is turned on immediately indicates if the problem is in the Capi2 system or in the device and the wiring between the Capi2 node and the device).

The node circuits are switched ‘on’ and ‘off’, via the communications conductor, by virtual circuit breakers in touch screen panels at the navigation station and helm. The two panels are configured the same and are interchangeable. Some nodes are grouped together in software and operated by a single virtual circuit breaker (e.g., ‘Lights/Fans’), in which case the individual light or fan also has its own switch, and some nodes are individually controlled (e.g., ‘Saltwater pump’), in which case there is no additional switch at the load.

At the beginning of a cruising season, Nigel reconnects all the batteries on the boat (he disconnects all the negatives for extended layups) and turns on the main 24v and 12v battery isolation switches in the DC main switch panel and the Capi2 system powers up. That’s basically it. This is not a difficult or confusing system to operate. He never turns off the individual Capi2 main circuit breakers – they are there in case of a major short circuit in the main bus conductors, and for service purposes.

When Nigel realized Capi2 was going out of business (2018) he accumulated two spare touch screens and several node blocks. He has a piece of kit installed in the system to connect to the navigation station PC with a cable that plugs into a USB port on the PC. This is for programming replacement screens and nodes (and reconfiguring the system if so desired; also troubleshooting). He has instructions on how to do this.

The navigation station PC is running Windows 7. Nigel doesn’t know if the Capi2 software will operate on later versions of Windows. He never connects the PC to the internet. It is strictly for running charting software and logging into the Capi2 system if this becomes necessary. Nigel has an even older PC stored on the boat as an additional backup.

In the event of the loss of an individual node, or a lightning strike or some other catastrophe that wiped out the Capi2 system as a whole, there is a fuse slot at each node output. Placing an ATC-type (automotive blade-type fuse) in the fuse slot hard wires that output to the main bus conductors, bypassing all the electronics involved in the Capi2 system. This provides a ‘get home’ capability (this is a core reason Nigel chose this system), but it does involve accessing the nodes and putting in the fuses. To shut down the circuit, the fuse must be pulled.

If the Capi2 system fails to the point where it needs replacing, the various node blocks can be exchanged with C-Zone or EmpirBus or equivalent node blocks without too much trouble (no wholesale rewiring is needed). The bigger issue is the communications bus. Capi2 is unique in that it runs on a proprietary bus with a single conductor whereas any replacement system will run on the NMEA 2000 bus. ‘Nada’ has a substantial NMEA 2000 backbone, so this is in place. T’s and drop cables would need to be installed to connect to the replacement node blocks. Unlike many modern boats, accessing the backbone and running the drop cables would not require tearing cabinetry, etc. apart.

7. ‘Nada’ Navigational Systems

The core systems are factory installed (2008/9) Raymarine equipment:

• Depth/speed
• Masthead wind (augmented with a Windex) and VHF antenna
• Autopilot
• GPS
• Radar
• Hybridtouch (9” diagonal screen) chartplotter at the helm running Navionics charts
• Three ST60/70 displays over the companionway and another in the navigation station

The original Raymarine VHF with second mic at the helm failed during the extended Covid layup and was replaced (2022) with a Standard Horizon dual station VHF/AIS (the AIS is also displayed on the Hybridtouch).

There is a laptop in the nav station running old C-Map charts on OpenCPN; this is primarily used for route planning (it has a much larger screen and is easier to program than the Hybridtouch) and as a backup.

All of the above are plugged into the NMEA 2000 backbone.

There is a 19” diagonal repeater screen in the cockpit with a switch at the nav station to select either the Hybridtouch display or the PC. This screen is a $200 RV TV which was installed as a temporary measure in 2014 (to replace a failed Raymarine waterproof display) but refuses to quit!

‘Nada’ has an insulated backstay for a SSB antenna (never installed).

Until 2024, ‘Nada’ had a Monitor windvane to conserve energy, and as a backup to the autopilot. Given the powerful energy systems, it was never used. It got in the way when docking so Nigel and Terrie pulled it off.

All of the navigational electronics functions but are old. A future owner would likely want to budget to replace most of them, especially the funky cockpit screen!

The navigation station has extensive storage for paper charts, cruising guides, and traditional piloting equipment (parallel rules, dividers, pencils, hand bearing compass, etc.).

The interior features a three-cabin lay-out, with plenty of stowage space for two people in each cabin, plus heads and showers forward and aft.

The saloon area features Malo’s beautifully designed, trademark saloon table. The starboard side settee is set on slides that enable it to be drawn up to the table so that up to eight people can sit comfortably for a meal. The saloon settees have been modified to create two full-length, exceptionally comfortable sea berths, for which lee cloths are provided. There are loose covers for all the saloon cushions to make it easy to keep them clean. An additional grab rail has been added all around the cabin side at shoulder height, which is the optimum height for hanging on in rough weather.

The ‘standard’ boat gives up much of the prime stowage space under the port saloon settee to the ship’s batteries and a third water tank (there are two more large tanks under the cabin sole). On ‘NADA’, the water tank has been eliminated (it is not necessary with the watermaker), and the batteries have been moved to the far less accessible and useful space under the galley and the aft port berth. Access to the saloon stowage has been upgraded by adding drop front hatches in the face of the lockers, and breaking up the cushions into easier-to-lift sections.

All overhead hatches in the boat have OceanAir blinds and bug screens.

‘Nada’ has what is quite likely the finest galley on any 48-foot boat in the world. It represents the biggest change over a standard interior. It includes a large fridge, with a front-opening door, and a large freezer, with a top opening lid: together they provide sufficient refrigerated stowage for 6-weeks of gourmet cruising in the tropics. Both fridge and freezer are well insulated, supplemented with a considerable amount of extra foam around the freezer, to produce exceptionally efficient iceboxes with a low energy drain in spite of their volume. The two (for redundancy) independent Frigoboat refrigeration units each have a keel-cooled condensing unit. These provide the benefits of water cooling without the energy load of a water pump, and without the need to winterize the systems.

To make space for the iceboxes and their insulation, the sinks have been moved to the center line (which is, in any case, the best place for them), and the stove (a powerful four-burner stove with large oven and grill from Force 10) moved aft. This creates a secure place in front of the sinks that is offset from the stove for someone to get wedged into during rough weather, placing the cook out of the ‘firing line’ should something hot get spilled from the stove. The added insulation around the iceboxes results in an extra wide counter top, which is ideal for preparing more elaborate meals, or cooking for larger groups of people. A microwave completes the kitchen equipment. There is a great deal of readily accessible and customized stowage space for both large and small items, including a unique custom stowage for chopping boards and an additional ‘spice’ locker close to the stove.

The aft head compartment has been modified to include a wet locker for foul weather gear, sea boots, harnesses and inflatable life vests. The head and shower compartment doors are lined with white laminate to make them easy to clean. The two head compartments, the forward cabin, and the galley ventilators to remove odors from the boat, and to keep air moving through the boat when it is not in use.

The navigation station is the operational hub of the boat. It features a large customizable fascia panel. The chart table and a drawer lower down provide stowage, with a minimum of folding, for a large number of paper charts. The navigation station is optimized to provide the maximum possible working surface in the event paper charts are needed. It is assumed the navigator will normally be standing at sea. A fold-out chair provides comfortable seating in harbor, when the function changes to that of a home office.

The owner’s suite is standard, except for some minor modifications to the forward bulkhead to create the space for the asymmetric spinnaker locker (which has now become standard on the new Malo 47); the addition of white laminate on some surfaces to lighten the décor; the addition of a dedicated battery bank for the bow thruster, windlass and watermaker; and the addition of a second diesel tank beneath the forward end of the berth in what is normally a hard-to-access space. This tank is typically not filled, except on long passages. It can be used as a trimming tank if too much weight is placed in the stern lockers. The powerful bow thruster and its batteries are under the center part of the berth, with the Spectra ‘Newport II’ watermaker under the aft part and installed in a manner that makes maintenance easy.

The first thing most people notice is the absence of Malo’s traditional teak decks! The non-skid surface on ‘NADA’ provides just as good a grip when wet, is easy to clean, and will never need replacing. The weight saved has been put into improved electrical systems (more batteries, larger alternators. The traditional teak handrails have been replaced with stainless steel handrails. The emphasis is on traditional good looks without the maintenance.

The standard keel, with its 2.1 meter (6’ 9”) draft, has been replaced with a somewhat heavier bulb that maintains the same center of gravity with a 1.8 meter (6’) draft. This is to enable ‘NADA’ to be taken into some of the favorite anchorages in the Caribbean and the Bahamas.

At ‘NADA’ stern, a ‘classic’ transom results in a spacious after deck and a huge lazarette, solving the perennial lack of stowage space found on almost all long-distance cruising boats. There is stowage for two outboard motors, and a lifting crane for both of them built into a pole that also provides a mount for a radar, a wind generator, two GPS’s, and the stern light (which gets the light up high enough to not interfere with the helmsperson’s night vision when looking astern, and also makes the light more visible to shipping). Two seats are built into the stern rail. A gas line for a propane-fueled barbecue has been provided. A boarding ladder mounts at the stern, as well as to port and starboard. A Malo stern anchor arrangement can be easily added. Set into the lazarette is a propane locker sealed to the interior of the boat and vented overboard. It is large enough to take two 8 kg (20 lb) propane cylinders (adequate for a family of four to cook aboard full-time for two months), and also to store outboard motor gasoline safely (for which there is typically no appropriate stowage on a cruising boat).

Malo’s cockpit arrangement with the custom FRG hard top is the best seagoing cockpit on any cruising boat built today, and also works extremely well in harbor. Three electric winches take the work out of raising the mainsail and sheet trimming. The mainsheet traveler trimming lines have been brought down into the cockpit where they are easy to adjust. There is extra stowage for all the sail trimming lines brought back to the cockpit. Two custom inserts enable the cockpit seats to be converted to full-length berths for those who like to sleep out under the stars in the tropics. An additional insert provides a secure, protected seat in the companionway when watch-keeping in rough weather. An opening window in the windshield provides added ventilation in hot climates. The large locker under the helmsperson’s seat holds the hydronic central heating system, and customized stowage for fenders, dock lines, the companionway drop board, and other fittings and equipment.

The standard 19.8 meter (65’) mast height has been reduced to 19.3 meters (63’6”) and the boom extended to compensate for the loss of sail area, so that ‘NADA’ can sail under the bridges on the Intracoastal Waterway (ICW) in the United States. (The ICW runs the full length of the United States east and south coasts, enabling the ‘inside’ route around treacherous Cape Hatteras to be taken in the wintertime).

Trade wind cruising involves a good deal of downwind sailing. The optimum short-handed cruising sailplan includes either two poled out genoas, or else a poled out genoa with the main let all the way out and secured with a preventer. In order to do the latter, the standard swept-back spreaders have been replaced with in-line spreaders so that the boom can be let well out on a run without risk of damaging the full-length mainsail battens on the shrouds. A longer-than-normal pole is stowed on the face of the mast for winging out the genoa to the maximum extent possible. An innovative sheet lead arrangement eliminates the need to re-route the genoa sheets (which is otherwise necessary to avoid fouling the life lines). Mast steps have been added up to the first spreaders for navigating through poorly charted coral (sitting on the lower spreaders is the perfect place to be). Additional steps at the masthead enable the masthead light and fittings to be easily serviced. A tri-color masthead light has been added to the standard navigation lights.

The mainsail is fully-battened, using Selden’s excellent in-the-mast cars (they never seem to jam). A trysail track has been added to the outside of the mast so that a trysail can be set in extreme conditions. The sails set beautifully and hold their shape in all wind speeds. Nigel estimates he can sail 5 degrees closer to the wind than on a sister ship with conventional Dacron sails.

In the tropics and many other parts of the world, light wind conditions are frequently more of a problem than heavy winds. The foredeck arrangement includes a second locker large enough to hold an asymmetric spinnaker. This is hoisted out of the locker in a sock and then dropped back in after use: it makes setting and dousing the spinnaker easy for a short-handed crew, and enables ‘NADA’ to be sailed long after most cruising boats have cranked the engine to motor sail.

The ground tackle facilities have been substantially re-designed over those on a ‘standard’ boat. ‘NADA’ ground tackle facilities are based on decades of anchoring experience in hundreds of anchorages with highly variable bottom and setting conditions. The facilities make it possible to stow two anchors at the stem-head, and to launch and retrieve either without disturbing the other.

The primary 30 kg (66 lb) Rocna anchor has an all-chain rode that is self-stowing, with the weight significantly further aft than on the ‘standard’ boat. Setting the anchor, and retrieving it, is just a matter of standing on the appropriate foot switch. An extra cleat in line with the bow rollers enables a snubbing line to be easily added with a chafe-free lead over the bow. A salt-water hose knocks the mud off the rodes as they come aboard. Any residual mud is trapped in a well on the foredeck and exits down side drains, instead of running back down the side decks.

Malo hulls and decks use superior construction methods. They feature Malo's standard cored construction, which includes bonding the two skins down to a single layer wherever a through hull passes through, thus eliminating the possibility of water ingress into the core. Solid aluminum inserts are used beneath all deck hardware (as opposed to the plywood or plastic used by many boat builders). The hull to deck join utilizes a triple approach of closely-spaced fasteners, polyurethane bedding compound, and bonding with a layer of fiberglass. All bulkheads are firmly bonded to the hull.

Personal effects (including but not limited to books, tools, dishes, cutlery, pans, etc.).

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.