southerly 115 sailboat data

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• Sailboat Guide

Southerly 115

Southerly 115 is a 36 ′ 10 ″ / 11.2 m monohull sailboat designed by Rob Humphreys and Dick Carter and built by Northshore Yachts starting in 1983.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Displayed here is the MIII version which has a deeper swing keel and twin rudders designed by Humphreys. Specs above apply to Mk 2 thru 4.

The first version of 115 was a Carter design. Displacement:14,600 Ballast 6978 Board up 2’3” Board Down 6’8”

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• Southerly 115

The Southerly 115 Sailboat

The Southerly 115 is a versatile and seaworthy cruising sailboat that features a unique swing keel system that allows it to sail in shallow waters and dry out on the beach. Designed by Dick Carter and Rob Humphreys, the Southerly 115 was produced by Northshore Yachts of Chichester, England, from 1983 to 2011.

The boat has a spacious centre cockpit, a comfortable interior layout, and a range of rig and sail options to suit different sailing preferences. It is a popular choice for sailors who want to explore remote and varied cruising grounds without compromising on performance or comfort.

Shown above and described below is the single-rudder MkII version, unlike versions III and IV with twin rudders which enabled the boat to dry-out upright.

Published Specification for the Southerly 115

Underwater Profile:  Swing keel

Hull Material:  GRP (Fiberglass)

Length Overall:  36'10" (11.2m)

Waterline Length:  27'6" (8.40)

Beam:  11'11" (3.6m)

Draft:  2'3" (0.7m) with keel up; 8'1" (2.46 m) with keel down

Rig Type:  Masthead sloop

Displacement:  15,215lb (6,902kg)

Designer:  Dick Carter

Builder:  Northshore Yachts (UK)

Year First Built:  1983

Owners Association:  Southerly Owners Association

Published Design Ratios for the Southerly 115

1. Sail Area/Displacement Ratio:  10.0

2. Ballast/Displacement Ratio:  49.9

3. Displacement/Length Ratio:  327

4. Comfort Ratio:  28.6

5. Capsize Screening Formula:   1.9

A Few FAQs about the Southerly 115 ...

Based on the published design ratios for the Southerly 115, how is the boat likely to perform under sail?

Based on these ratios, the Southerly 115 can be classified as a heavy displacement cruising boat with moderate sail area and high stability. The boat is likely to perform well in strong winds and rough seas, but may be slower and less responsive in light airs. The boat has a good balance of speed and comfort, and can handle a variety of sailing conditions.

Is the Southerly 115 still in production and, if not, when did production end and how many of these sailboats were built?

The Southerly 115 is no longer in production. The last model was built in 2011, when Northshore Yachts ceased trading due to financial difficulties. According to the Southerly Owners Association, a total of 224 Southerly 115 boats were built over four generations: Mk I (1983-1988), Mk II (1988-1994), Mk III (1994-2005), and Mk IV (2005-2011).

What, if any, alternative versions of the Southerly 115 were built and what are the differences between them?

The Southerly 115 underwent several changes and improvements over its production history, resulting in four distinct versions:

• The Mk I version had a triangular airfoil-shaped drop keel and a single shallow rudder. It had a fractional rig with a self-tacking jib and an optional cutter rig. It had a two-cabin layout with a double berth aft and a V-berth forward.
• The Mk II version had a more streamlined drop keel with a bulb at the bottom and a twin rudder system. It had a masthead rig with a genoa and an optional cutter rig. It had a three-cabin layout with two double berths aft and a V-berth forward.
• The Mk III version had a redesigned hull shape with more freeboard and volume. It had a deeper drop keel with more ballast and a twin rudder system. It had a masthead rig with a genoa and an optional cutter rig or ketch rig. It had a three-cabin layout with two double berths aft and an offset double berth forward.
• The Mk IV version had an improved drop keel mechanism with hydraulic control and an indicator gauge. It had a twin rudder system with optional skegs for better directional stability. It had a masthead rig with a genoa and an optional cutter rig or ketch rig. It had a three-cabin layout with two double berths aft and an offset double berth forward.

How many people can sleep on board a Southerly 115?

The Southerly 115 can sleep up to eight people on board, depending on the model and configuration. The boat has three cabins that can accommodate six people in double berths, plus two more people in the saloon that can be converted into single berths.

How did the sailing press review the Southerly 115?

The Southerly 115 received mostly positive reviews from the sailing press, praising its versatility, performance, and comfort. Here are some excerpts from some of the reviews:

• "The Southerly 115 is a boat that can take you anywhere. It has the ability to sail in deep water with a good turn of speed and point high to the wind, yet at the touch of a button, the keel can be raised to give a draft of just over two feet, allowing you to explore shallow creeks or dry out on a beach." (Sailing Today, 2006)
• "The Southerly 115 is a well-built, well-designed boat that offers a unique combination of shoal draft and good sailing qualities. It is not a boat for everyone, but for those who value the freedom and flexibility that it offers, it is hard to beat." (Sail Magazine, 2008)
• "The Southerly 115 is a boat that can do it all. It can cross oceans, cruise coastlines, and venture into the shallowest of waters. It is a boat that can adapt to your sailing style and preferences, whether you want a simple sloop or a fully rigged ketch. It is a boat that can provide comfort and convenience for long-term living aboard or short-term holidays." (Yachting Monthly, 2010)

What do owners of the Southerly 115 have to say about their boats?

Owners of the Southerly 115 are generally very happy with their boats, and often share their experiences and adventures on blogs, forums, and social media. Here are some quotes from some of the owners:

• "We have owned our Southerly 115 for over 10 years and have sailed her extensively in the UK, Europe, and the Caribbean. She has been a fantastic boat for us, reliable, comfortable, and fun to sail. We love her swing keel system, which allows us to access places that other boats can't. She has been our home away from home and we have made many wonderful memories on board." (Chris and Laura Mlynarczyk, owners of Blue Sky)
• "Our Southerly 115 is our dream boat. We bought her in 2012 and have since sailed her around the world. She has performed brilliantly in all kinds of conditions, from light winds to storms, from calm seas to big waves. She has been spacious enough for our family of four and our guests, and cozy enough for just the two of us. She has given us the freedom and flexibility to explore new horizons and discover new cultures." (Mark and Sue Sanders, owners of Distant Shores)
• "We have owned our Southerly 115 since 2009 and have sailed her mainly in the Mediterranean. She has been a great boat for us, easy to handle, fast, and comfortable. We love her center cockpit design, which gives us a lot of privacy and protection. We also love her variable draft, which allows us to anchor close to shore or dry out on the sand. She has been our perfect cruising companion." (Peter and Anne Jones, owners of Sea Mist)

What is the history of the builders of the Southerly 115 and is the company still in business?

The builders of the Southerly 115 were Northshore Yachts Ltd., a British company founded in 1971 by John Baker and Tom Richardson. The company started by building small sailing dinghies and later expanded to larger cruising yachts under the Southerly brand. The company was known for its innovative designs and high-quality craftsmanship, and became one of the leading manufacturers of swing keel sailboats in the world.

Unfortunately, Northshore Yachts went into administration in 2013 due to financial difficulties caused by the global recession and declining sales. The company was acquired by another British company called Discovery Yachts Group Ltd., which continued to produce some of the Southerly models under a new name: Discovery Swing Keel Yachts Ltd.

However, in 2019, Discovery Yachts Group also went into administration after facing legal disputes with some of its customers and suppliers. The company was taken over by another British company called Binti Marine Holdings Ltd., which currently owns the rights to the Southerly brand and plans to resume production of some of the models in the future.

Is the mast on the Southerly 115 deck-stepped or keel-stepped?

The mast on the Southerly 115 is deck-stepped on a stainless steel compression post that rests on a reinforced bulkhead below. This arrangement allows for easier maintenance and inspection of the mast base and wiring.

What keel options, if any, are available for the Southerly 115?

The Southerly 115 has a unique swing keel system that allows the boat to adjust its draft from 0.69 m (2 ft 3 in) to 2.46 m (8 ft 1 in) by using a hydraulic ram. The keel is made of cast iron and has a lead bulb at the bottom for extra stability. The keel can be raised or lowered by using a control panel in the cockpit or at the chart table. The boat also has an indicator gauge that shows the position of the keel at any time.

What is the average asking price of a secondhand Southerly 115?

The average asking price of a secondhand Southerly 115 depends on the model, condition, and equipment of the boat, as well as the location and market demand. According to YachtWorld, a global online marketplace for boats, the current range of prices for a used Southerly 115 is from £59,950 to £199,950, with an average of £114,950.

How does the Southerly 115 compare to other similar sailboats in its class?

The Southerly 115 is a unique sailboat in its class, as it offers the versatility of a swing keel system that enables it to sail in deep or shallow waters. There are not many other sailboats that have this feature, but some possible competitors are:

• The Feeling 1090, a French-built sailboat that has a lifting keel and twin rudders. It has a similar length and beam to the Southerly 115, but a lighter displacement and less sail area. It has a two-cabin layout with a double berth aft and a V-berth forward.
• The Ovni 365, an aluminum-hulled sailboat that has a lifting keel and twin rudders. It has a slightly longer length and beam than the Southerly 115, but a heavier displacement and more sail area. It has a three-cabin layout with two double berths aft and an offset double berth forward.
• The Sirius 35 DS, a German-built sailboat that has a lifting keel and twin rudders. It has a shorter length and beam than the Southerly 115, but a similar displacement and sail area. It has a two-cabin layout with a double berth aft and an offset double berth forward.

What other sailboats have been created by the designer of the Southerly 115?

The Southerly 115 was designed by two renowned naval architects: Dick Carter and Rob Humphreys.

Dick Carter was an American designer who was famous for his successful racing yachts in the 1960s and 1970s, such as Red Rooster, Rabbit, and Imp. He also designed several other cruising yachts for Northshore Yachts, such as the Southerly 100, 105, and 110.

Rob Humphreys is a British designer who is known for his innovative and versatile designs for various clients, such as Oyster Yachts, Elan Yachts, and Moody Yachts. He also designed several other models for Northshore Yachts, such as the Southerly 135, 38, and 47.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Southerly range include:

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Southerly 115 Boat Comparison

Posted by Rob Mazza | Boat Reviews , Reviews

. . . and two true centerboarders

It is often said that all boats are compromises, but that is especially true with regard to cruising center-boarders when it comes to deciding how much the centerboard box should be allowed to intrude into the interior accommodations. Another factor is whether the builder wants to offer the centerboard configuration as an option on an existing production boat designed originally with a deeper keel. Invariably, the board does not obstruct the interior but resides below the cabin sole in a stub keel that also contains the majority of the ballast. The resulting boat is not really a true centerboarder but a compromise keel/centerboarder. The draft is only partially reduced, and the combination of two markedly different foils is not the best combination for aerodynamic efficiency. The absolute minimum draft can only be achieved by retracting the foil completely into the hull or “canoe body.”

It’s no secret that I like center- boarders. I even own one, our C&C Corvette, Trillium IV . I like the shoal draft they offer, and from my days racing and designing International 14s, I’m comfortable with the center-board or daggerboard concept. It’s refreshing, therefore, to look at three true centerboarders, where the entire foil is housed in the hull so that the minimum draft is that of the canoe body and the resulting efficiency of the foil is not compromised by a stub keel. The featured Southerly 115 and the Tanzer 10.5 are from the always innovative Dick Carter, while the Clearwater 35 is from Craig Walters, who, like so many other talented designers, started his career in the Carter design office.

I should also say that, even though I’m referring to these boats as centerboarders, they are probably more accurately described as having lift keels. That is certainly the case for the Southerly, where the centerboard, which weighs about 2,500 pounds, accounts for more than 30 percent of the entire ballast.

It is also interesting to see how each boat addresses the problem of what to do with the rudder when the keel is completely retracted, since the rudder cannot be deeper than the canoe body if that minimum draft is to be achieved. The version of the 115 reviewed is a later Mk IV model modified by Rob Humphreys to incorporate twin shoal- draft fixed rudders, while the Tanzer’s rudder retracts up the transom on a small fixed skeg, and the Clearwater’s rudder pivots aft to reduce draft. The goal, of course, is to still have enough rudder in the water to steer the boat effectively when the keel and rudders are completely retracted.

The other trade-off with a center- boarder is that, in order to achieve the minimum draft of the canoe body, the majority of the ballast is housed in the bilge, not in a deep fixed keel. This results in a significantly higher center of gravity, with a resulting reduction of sailing stability. In almost all cases, shoal-draft boats are given more beam to compensate for the higher CG by increasing form stability. We see this with all three of our chosen boats having beam/LWL ratios over 40 percent. To further increase stability, all three of the boats have large amounts of ballast, resulting in ballast/displacement (B/D) ratios higher than 40 percent in the Tanzer and the Clearwater and a whopping 50 percent in the Southerly.

Although not visible on our drawings, it is also interesting to see how each designer addressed the challenge of the centerboard box intruding into the interior. The Southerly and the Tanzer, coming from the same designer, incorporate the same solution of having the box form the end of the galley and the dinette. In the Clearwater, on the other hand, the whole interior is structured around the box.

If we can trust what the numbers tell us about relative performance, the Clearwater 35 excels with the lowest displacement/LWL (D/L) ratio of 235, compared to 279 for the Tanzer and a hefty 327 for the Southerly. The Clearwater also has the highest sail area/displacement ratio (SA/D) of a very competitive 18, compared to a more normal 15.9 for the Tanzer and a conservative 14 for the Southerly. However, with its lighter displacement, even with a 45 percent B/D ratio, the Clearwater will be reefing earlier, while the Southerly, with its smaller sail plan, higher B/D ratio, and greater displacement, will be standing up well when the wind gets stronger.

The capsize numbers reflect the wide beams of all three boats, but the lighter displacements of the Clearwater and the Tanzer give them values of 2.1 and 2.0 respectively. Capsize numbers above 2 are a concern for offshore sailing. Although it is slightly beamier, the Southerly comes in at a more conservative 1.9, primarily due to its higher displacement, which, at 15,215 pounds, is a full 50 percent greater than the Clearwater’s.

These boats present three very interesting approaches to the true centerboard concept, achieving absolutely minimum draft for shoal-water cruising by means of lift keels retracted into the canoe body of the hull. From my perspective, the Clearwater is the prettiest of the three, but its interior layout is the most compromised.

About The Author

Rob Mazza is a Good Old Boat contributing editor. He set out on his career as a naval architect in the late 1960s when he began working for Cuthbertson & Cassian. He's been familiar with good old boats from the time they were new and had a hand in designing a good many of them.

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Southerly 115 - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Southerly 115 sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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Review of Southerly 115

Basic specs..

The boat is typically equipped with an inboard diesel engine at 35.0 hp (26 kW).

The transmission is a shaft drive. A shaft drive will in the long run require less maintenence than other types of drive e.g. a sail drive.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Southerly 115 is 1.95, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Southerly 115 is about 272 kg/cm, alternatively 1527 lbs/inch. Meaning: if you load 272 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1527 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 15.89

Maintenance

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's changes, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Southerly 115 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Southerly 115

• Thread starter tideway
• Start date 24 Jul 2004
• 24 Jul 2004

My wife and I are returning to sailing after a break of several years. Previously we had a Feeling with a lifting keel. We are now considering a Southerly 115 series 1 (circa mid 1980s). We definitely want a lifting keel and a reasonable amount of accomodation as we like being able to access estuaries, creeks etc. We also intend going through the French canals in a couple of years. Would be interested in any views on the Southerly 115 series 1. They seem expensive! <hr width=100% size=1>  

have you looked at the northshore website? They have all the new boats as well as the old ones. A friend of mine just bought a Southerly 28 and he phoned northshore and they were able to give him a lot of information aswell as telephone numbers of previous owners in the area who were able to offer advice. www.nothshore.co.uk I don't know anyone with a southerly 115 but I have only just sailed the 28 from brighton to east coast and we also bumped into someone with a 95. They were very pleased with the boat and the fact that northshore were so helpful even though they bought the boat privately. <hr width=100% size=1>  

• 25 Jul 2004

I bought my 115 two years ago and have not regretted it one bit. They are solid, well built boats. With the keel up you will float in just over two feet of water and the flat grounding plate means you can dry out without too many worries. The inside steering position means you can keep warm and dry even if its pouring down outside. The accommodation is roomy, well thought out and comfortable. They are not racers but they do sail surprisingly well, certainly better than their looks suggest. You do, however, need to reef at anything over a force 5 - the rudder is a little on the small side to enable the boat to take the ground. Under power they cruise at a comfortable 5 to 6 knots. Mark 1s are 15 to 20 years old now, although most seem to have been well cared for. They do seem expensive, but decent ones seem to get snapped up very quickly which must say something. Send me a pm if you want any more information. <hr width=100% size=1>  

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1993 Southerly 115 MK2 Technical Specs

General data about southerly 115 mk2, engine and power specs, dimensions and wieght, detailed specifications, features and equipments, sailing features, interior specifications, exterior features, electronical and electrical info, deck hardware, southerly 115 mk2.

• Southerly provided us with the latest version of its 115 MK2 service repair manual
• Find All mechanical and electrical parts and accessories of Southerly 115 MK2 Sail here

Southerly 115 MK2 competitors

Black Pepper

Southerly 110

The southerly 110 is a 35.5ft fractional sloop designed by rob humphreys and built in fiberglass by northshore yachts (uk) since 1999., it accomodates 5 people in 2 cabins plus salon..

The Southerly 110 is a moderate weight sailboat which is slightly under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Southerly 110 for sale elsewhere on the web:

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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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