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Boat Review: Boreal 47

• By Tim Murphy
• Updated: October 16, 2018

Gale-force winds blew through the mid-­Atlantic region on the night before we were scheduled to sail the Boréal 47 on Chesapeake Bay last October. First thing that morning, we called the builder to cancel.

“Why don’t we keep our appointment?” replied Jean-François Eeman, Boréal’s managing director. “These are the conditions she was built for.”

So Cruising World’s Boat of the Year judges suited up and went for a sail that I suspect none of us will ever forget. It all crystalized for us as we sailed out from behind Greenbury Point into the full teeth and boisterous seaway of a northerly that by now had diminished into the high 20s.

“Go ahead and take your hand off the wheel,” Eeman suggested to my colleague Bill Bolin, which he very ­tentatively did. No autopilot was engaged; no windvane; no lines from the sheets. “It’s OK,” said Eeman. “Just let her go.” Sure enough, with mainsail reefed and the genoa partially furled, the Boréal steered itself for a minute, two minutes, five minutes, six. And even as we walked around the deck and moved our weight around the boat, I’m convinced it would have continued on like that, elegantly balanced and steering true, all the way to Norfolk if we hadn’t made other ­appointments for that day.

The secret to the boat’s impeccably balanced steering — just one of this boat’s several secret weapons — is a pair of shallow daggerboards mounted aft athwart the single midship rudder. By raising the windward dagger and lowering the leeward, the boat tracks as sweet as you please. For context, it’s worth mentioning that twin rudders have become a full-blown trend in this year’s fleet of cruising boats. But the Boréal’s creator, Jean-François Delvoye, distrusts twin rudders. (In a company led by two men named Jean-François, the principals answer to JFE and JFD.)

Delvoye had conceived and designed the Boréal two decades ago, during a six-year circumnavigation with his wife and four children that included long stretches of time in Patagonia. His firsthand experience taught him to distrust twin rudders because their position outboard of the keel leaves them too exposed. Yet so many of today’s full hull forms, with the beam carried well aft, often beg for some steering help once the boat is heeled. The Boréal’s daggers do exactly that, and all while keeping the rudder protected.

That brings us to another of the Boréal’s secret weapons: its keel box — or, as Delvoye calls it, the “keel embryo.” The boat’s centerboard, which drops down to 8 feet 1 inch, is a NACA foil that’s designed for lateral stability only, not ballast. The keel embryo contains the boat’s lead ballast and extends deeper than the rudder’s lowest point. What’s more, the Boréal is designed to sit on its keel embryo when the tide runs out from beneath it.

“In Brittany,” said Eeman of the region of France that’s home to the Boréal yard, “we have 10 meters [33 feet] of tide. We use the boat as a weekend house on the beach.” No poles, no crutches: The boat sits on its own bottom. “We can stand on the side and jump. The boat will not flip over. If you had a virtual finger, you could push the mast, and up to 14 degrees she’ll come back. At 14 degrees, she would slowly lay over on her first chine, which is at the same angle. So you never fall.”

Boréal builds between eight and 10 boats per year. Since 2005, the yard has launched roughly 50 boats in two sizes: 44/47 and 52/55. Classic transom versus scoop transom accounts for the difference around the slashes. We sailed hull number 37, Lunacy, owned by sailing journalist Charlie Doane. For details about Doane’s firsthand experience with the boat, including beaching and a shakedown transatlantic passage, check out “Lunacy Report” at ­wavetrain.net.

The Boréal’s standout design feature is its well-executed doghouse and pilothouse. This is essentially a hard dodger that provides outside shelter for two at the forward end of the cockpit. A massive watertight door opens into a pilothouse with a portside nav station inside the heated cabin and still at cockpit level. From that pilothouse, you step down the companionway into the saloon and private cabins.

The Boréal’s construction is robust aluminum built to an “expedition boat” standard, following from the experience both Delvoye and Eeman gained from sailing in high latitudes, including Antarctica. Of course, every building material comes with its particular concerns. While stronger and far more abrasion-resistant than fiberglass-reinforced plastic, aluminum lives near the least noble end of the galvanic series of metals. To counteract corrosion, Boréal sandblasts the hull below the waterline, then applies an epoxy barrier coat within eight hours, before oxidation can start. From there, the underwater corrosion-mitigation strategy continues with three sacrificial anodes: one at the rudder, one at the centerboard and a large 5-kilogram anode bolted to the hull near the engine and stainless-steel propeller shaft. Custom-made plastic and anodized bushings isolate dissimilar metals throughout the boat. A hull-potential meter at the pilothouse keeps the operator apprised of any galvanic-corrosion issues before they damage material.

In the 2018 fleet, this Boréal 47 won Cruising World’s award as overall Boat of the Year. It’s a boat that puts me in mind of something the legendary yacht designer Bill Crealock said at a design forum organized around the magazine’s 25th anniversary (see “The Futurists,” CW, October 1999): “The challenge of cruising boats,” he said, “is that they’re a fixed platform operating in a variable environment. You really need one boat for passagemaking and another one for port.” Our 1999 designers forum ended with a prediction: “The trend of future boats will see an increase in their adaptability to all the contradictory situations we sailors love to put them in.”

The Boréal’s ultimate secret weapon is its overall design and build. Robust, seakindly, balanced, beachable: It embodies Crealock’s long-ago dream for the future.

Tim Murphy is a CW editor at large and a longtime Boat of the Year judge.

Boréal 47 Specifications

Boréal SARL (Minihy-Tréguier, France) +33 2 96 92 44 37 boreal-yachts.com

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Boréal 47.2 review: a proven concept refined

• April 8, 2021

Rupert Holmes gets behind the wheel of the latest go anywhere aluminium cruiser from Boréal, the Boréal 47.2

Product Overview

Manufacturer:, price as reviewed:.

Boréal is not afraid to forge its own path and its distinctive aluminium cruising yachts have gained a strong reputation over the past 15 years. The latest model, the Boréal 47.2, is a shoal draught expedition yacht that can take you anywhere on the planet, yet, as we were to discover, is also responsive and fun to sail in more confined waters.

The Breton yard’s success is underpinned by a huge amount of embedded expertise. Founder and naval architect Jean-François Delvoye based the Boréal concept on experience gained during a six-year circumnavigation with four children, plus expeditions to South Georgia and the Antarctic.

General manager and co-owner Jean-François Eeman’s vast experience includes two trips to Patagonia and the Antarctic on his own boats.

A distinctive feature of the hull design is what Boréal terms the keel ‘embryo’. This shallow, 80cm-wide vestigial keel – a kind of broad, extended skeg – provides a massively strong base on which the boat can dry out and houses the centreboard case, tankage and lead ballast. Photo Jean-Marie Liot

This first-hand knowledge shows through in many ways with this new Boreal 47.2, a European Yacht of the Year 2021 winner.

The rugged construction includes an ice-breaking stem, watertight bulkheads and 8-10mm bottom plating on substantial framing that enables the boat to be safely beached.

Equally, good sailing qualities are an important element. Both centreboard and rudder have efficient hydrodynamic profiles, while heavy items including anchor chain, tankage and batteries kept low down and central.

Sailing the Boréal 47.2

Our test took place in a large swell leftover from the weather system that forced Clarisse Cremer to delay her Vendée Globe finish.

We set out broad reaching using the optional general purpose asymmetric spinnaker , with the boat maintaining an easy motion despite the swell.

Even when the true wind dropped to only 8-9 knots we made decent progress, with boat speed rarely falling much below 6 knots. Our best speed of the test was 8.7 knots at a true wind angle of 145° in 17 knots of true wind.

The test boat was fitted with an optional mainsail upgrade to a laminate cloth and full battens, with an Antal mast track. Photo: Andreas Lindlahr

Once heeled to a certain point the boat becomes very solid and stable, with gusts not contributing marked extra heel and the lee toerail remained well above the water, even when we were deliberately pressed.

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I’m always interested in how a boat handles when overpowered. Keeping the sheets strapped in during gusts into the upper teens when we were carrying the kite at an apparent wind angle of 80-85° provided a good opportunity to test this aspect of handling.

The rudder gave plenty of warning before finally stalling at a much higher angle than those who sail performance boats with deep high aspect rudders will be accustomed to. But, unlike many flighty lightweight boats, the Boréal 47.2 didn’t round up and the boat’s angle of heel barely increased.

Dumping the mainsheet and centring the rudder to re-establish laminar flow was enough to quickly regain control, with the boat then happily bearing away to a more comfortable course.

While owners are unlikely to plan to push their boats to the limit, it’s good to know that the vessel ought to handle being caught unawares by a squall without undue drama.

A pair of daggerboards either side of the rudder are used to tweak the boat’s handling characteristics. With the boards raised it’s more responsive and behaves more like a smaller and lighter yacht – an ideal mode for sailing in more confined waters and for manoeuvring.

The powerful central winch makes it practical to control the yacht from the helm stations. Photo: Jean-Marie Liot

With boards lowered directional stability improves markedly. When close-reaching under main and genoa the Boréal 47.2 had more of the feel of a traditional long keel design and it was possible to leave the helm for a minute or so without engaging the pilot.

Soon after dropping the kite to round up for the beat home against the tide the wind dropped again to 8-9 knots. Sailing close-hauled in this wind speed is relatively sedate, but above 10 knots the boat starts to come alive and is nicely powered up in 12-14 knots.

It’s no surprise that a boat of this style is not as close-winded as a performance cruiser. Pinching risks quickly losing speed, but speeds of well over 6 knots can be achieved consistently. For instance, with 15 knots of true wind we recorded 6.5 knots boat speed at 55° TWA.

Changing gear

Once we got back into the breeze funnelling out of the Trieux estuary a band of cloud produced gusts of up to 22 knots true.

As the breeze increases the concept behind the sail plan is to swap from the marginally overlapping genoa to the optional furling staysail at around 17-20 knots, a transition that proved to be smooth and easy. Alternatively, a removable inner forestay with hanked-on staysail can be provided.

A powerful vang enables good control of mainsail twist, despite the lack of a mainsheet traveller, and lines for the towed headsail cars are led back to the working area of the cockpit for easy adjustment.

In the strongest puffs a little depowering of the mainsail helped to keep the boat on its feet, and had the wind continued to rise, a reef in the mainsail would have been useful. The main halyard and pennants for the Seldén single line system on reefs one and two are all led back to the central cockpit winch, making reefing a safe task for a lone watch keeper.

My own preference would be to also lead a luff pennant for the third reef aft, so that all reefing can be done from the cockpit.

As the skies cleared behind the cloud the wind eased, so when we tacked to sail into the estuary we swapped back to the genoa. We then continued close-hauled up the lower reaches of the Trieux river, against an ebb tide, with the electric winch taking all the effort out of playing the mainsail in the gusts.

The boat behaved impeccably with no worries about lack of control even in relatively confined spaces, nor was any great physical effort required.

In this respect, despite the Boréal 47.2’s evident long-distance capabilities, it felt like a smaller and more manoeuvrable vessel.

This exercise also demonstrated that, in the event of engine failure or a fouled propeller, we’d easily be able to sail into a safe anchorage.

The cockpit has separate working and relaxing areas, as well as a clear passage from the transom to the companionway. Photo: Jean-Marie Liot

Nevertheless, once the channel turned such that the wind was on the nose and the width of the river reduced to less than 150m we resorted to the engine. Our test Boréal 47.2 was fitted with the optional larger 75hp Volvo Penta D2 series engine married to a fixed three blade propeller. This provides plenty of power – even at just 1,700rpm we made an indicated 6.25 knots.

Warm and dry

We put the doghouse to good use in a heavy rain squall as we neared Treguier marina. There’s good visibility from the deep, secure bucket seat on the port side, although it stops short of a full 360° view thanks to blind spots on each quarter.

In more confined waters the best place from which to con the boat proved to be standing at the back of the pilothouse, steering with the pilot remote. This gives an all-round view, with the option of popping your head above the coachroof if the windows steam up.

The doghouse offers plenty of space to open up paper charts, plus room for a decent size monitor for a navigation computer. I was glad to see Boréal wasn’t tempted to add another wheel here – doing so would have added friction and complexity, and take up unnecessary space.

On a more mundane note, for those of us who have to continue working while cruising, the doghouse would make an excellent office, with loads of desk space and a fabulous view.

A full-height watertight door seals the doghouse from the cockpit. This allows easy access, but leaves a low sill making the interior potentially vulnerable to big waves from astern – I’d opt for a partial washboard for use when the door has to be opened in severe weather.

The doghouse makes for a warm, dry working environment with easy access to the cockpit. Photo: Jean-Marie Liot

The pilothouse coachroof extends above the forward two cockpit seats, creating a further dry and sheltered space. This area can also be fitted a clear plastic enclosure that helps protect the boat’s interior in super-cold weather.

Overall it’s a brilliant arrangement, although it stops short of offering a sheltered position for sail trimming and reefing.

Boréal 47.2 Cockpit zones

The extra space in the back of the boat created by the more modern hull shape has been used to separate the cockpit into distinct relaxation and working areas.

The twin wheels also allow for an unimpeded passage from the fold-down bathing platform to the companionway, even with four people sitting around one leaf of the cockpit table.

Many of the lines led directly to the central winch have to pass through two 90° bends, which inevitably increases friction and loads. However, the arrangement appears to be well executed, with quality deck hardware of an appropriate size.

The mainsheet, headsail sheets and spinnaker sheets are usually handled by their own conventionally-sized winches aft of each helm station. However, the layout is arranged so they can also be led to the central winch when extra grunt is required. There’s also a halyard winch on the mast for spinnakers.

500W of flexible solar panels on the doghouse and coachroof. Photo: Andreas Lindlahr

Moving around on the deck of the Boréal 47.2 is easy – there are no big steps needed when transitioning from cockpit to the wide side decks and the V1 shrouds are mounted on the coachroof, so don’t get in the way when walking forward.

Stanchions are of substantial aluminium, which avoids problems associated with mixing metals in a saltwater environment.

Even though most sail handing, especially in heavy weather, can be done from the working area of the cockpit, sturdy granny bars are fitted each side of the mast. The painted non-slip deck of our test boat provided excellent grip. There’s also a high toerail and metal handholds welded to the boat’s structure.

The hefty, combined twin bow roller and sprit is now standard equipment for a boat of this style. However, the location of the windlass owes nothing to convention. The anchor rode is led aft through a concealed channel under the foredeck to the windlass and chain locker immediately ahead of the mast.

The anchor windlass is mounted below deck just forward of the mast. Photo: Rupert Holmes

The main advantage of this is that 100m of 12mm chain weighs almost one third of a tonne, so this weight is moved aft from the bows. In addition the windlass, which is located below an opening hatch, is not exposed to the elements and should therefore be more reliable than those perched near the stem.

Stowage and Accommodation

Principal on-deck stowage includes a cavernous sail locker forward and massive lazarette aft with twin openings. This also gives access to the quadrant and other steering system components.

Liferaft stowage is built into the starboard side of the lazarette and includes a dedicated transom door. There’s space on the foredeck to stow a decent sized fully inflated tender.

Easy steps from the pilothouse lead down into the saloon. This is offset to port, with the inboard settee neatly placed on top of the centreboard case which therefore does not appear to encroach on the accommodation.

Once you start poking around, one of the most striking aspects is the mass of stowage everywhere in the Boréal 47.2.

Thanks to batteries and tankage being low down in the centre of the boat, there are lockers under all the bunks, under and outboard of the saloon seats, beneath the cabin sole and so on.

It’s clear this is a boat that can easily swallow the enormous amount of stores, provisions and spares needed for prolonged self-sufficiency in remote areas.

Stainless steel galley worktops – Corian is standard. Photo: Andreas Lindlahr

The galley is to starboard, with extensive worktop space. As standard these are in Corian, although stainless steel was used instead for our test boat.

The large two-drawer fridge can be supplemented by an optional freezer in the starboard aft cabin if required. Our test boat was fitted with twin foot pumps at the galley – one for saltwater, the other as a back up for the pressurised water system.

Two large 13kg gas bottles, in a dedicated locker accessed from the cockpit, will provide even heavy users with several months of autonomy.

The extra volume in the forward part of the hull makes for a more spacious owner’s cabin than the previous generation Boréal 47. In particular, the peninsula bed is wider and the larger ensuite includes a generous separate shower stall.

Spacious owners’ cabin includes an ensuite bathroom with separate shower. Photo: Jean-François Delvoye

Again there’s plentiful stowage here and the bed base lifts up on gas struts to give access to huge additional volume.

The aft cabins can be fitted out either as doubles or as twins. Alternatively, the smaller space to starboard can be configured as a big technical and storage area. The doghouse includes a full width dorade-style vent for the aft cabins that creates excellent airflow.

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This is a boat borne of considerable experience and attention to detail, taking a proven concept and refining it to a new level. There are many small but clever touches that may not be immediately obvious, but make a difference to life on board. So it offers a big step forward compared to the first generation Boréal 47. In particular, the larger owner’s cabin makes living on board for extended periods more civilised, while the bigger cockpit will work just as well in the tropics as at high latitudes. It’s a supremely capable yacht with long legs that will effortlessly put in good daily mileages when crossing oceans, yet will also be fun to sail in your home waters. However, what’s really unique is the combination of Boréal’s three signature features: rugged aluminium construction, shoal draught with ability to dry out, and the protection offered by the doghouse. The latest edition of the Vendée Globe has demonstrated beyond all doubt how important effective shelter is in challenging conditions, yet the subject is rarely so well addressed in the cruising yacht market as it is by the Boréal.

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BOREAL 44/47: A Bulletproof Aluminum Centerboard Cruiser for High and Low Latitudes

It says something of the nature of these boats that my initial correspondence with Jean-François Eeman (see photo up top), managing director of Boréal Yachts , regarding a visit to their yard, was interrupted for a month while he and his family took off on a cruise to Antarctica. On a Boréal, of course. Indeed, Eeman’s boat was the first Boréal 44 ever built, the ultimate product of a chance encounter on a dock in Ushuaia, Argentina, between Eeman and another Jean-François, surname Delvoye, a designer and builder with many bluewater miles under his belt who had long been nursing an idea for an ideal cruising vessel.

The basic concept here is not at all unusual. Aluminum bluewater centerboard boats, though not often found in North America, have long been a staple of the French cruising scene. Major French builders Garcia and Alubat have focused primarily on boats like this for decades, and several smaller builders have followed in their wake. Boréal, barely ten years old, is the rising star on the scene, thanks to a focus on build quality that rivals that of the early Garcias and also to some unique design features that take the concept to a new level.

I have long been interested in boats like this and have sailed passages both on an older Garcia Passoa 47 and on Jimmy Cornell’s new Garcia 45 . I am strongly prejudiced in favor of aluminum construction (for lightness, strength, and lack of cosmetic maintenance it can’t be beat; see, e.g., my current boat Lunacy ) and my experience has taught me these centerboard designs are reasonably fast (particularly off the wind in strong conditions), very seaworthy, and almost supernaturally comfortable for monohulls. This last attribute I credit to their ballast being situated in the bilges of the hull, rather than low down in a fixed keel; my theory being that on any ballasted boat it is the ballast that moves least (it serving as the fulcrum of the lever, as it were), and thus the closer you are to the ballast the more comfortable you will be.

So I was looking very forward to visiting the Boréal yard in Brittany, outside the little town of Tréguier, after I finished up my visit with Clare and Edward Allcard in Andorra the week before last.

A Boréal 47 at rest on a dock in Tréguier. Beauty is in the eye of the beholder, of course, but I think these are exceptionally attractive boats. I particularly like the big flush deck forward of the mast and the way the doghouse is neatly grafted on to the cabinhouse

Two guys named Jean-François (who are actually Belgian, not French). That’s Eeman on the left and Delvoye on the right. They’ve both been there and done that when it comes to high-latitude sailing. The latter first conceived of the prototype Boréal while cruising with his family on a steel boat he built himself

The bones of the beast. The hull form, you’ll note, features hard chines, which both simplify construction and increase form stability

Pieces of the puzzle. All the metal used is high-quality 5083 and 5086 H111 alloy from Norway (none of that cheap crap from China). Pieces are laser-cut on a CNC machine offsite and are delivered to the plant ready to be welded in place. Plate thickness varies throughout the boat, from 10mm in the bottom and keel area decreasing to 4mm in the deck, coachroof, and cockpit

This massive solid piece of metal forms the bottom of the stem and is the battering ram that leads the way in any forward-motion collision. Strength and watertight integrity is further enhanced with full collision bulkheads both forward and aft

The transom on a 44. The panel in the middle folds down to serve as a small boarding and swim platform. Plate thickness in the transom is 6mm

The transom skirt on a 47, which is otherwise identical to the 44. Note the solid lengths of pipe that make up the hull-deck joint. This enhances the joint’s structural integrity and is also more aesthetically pleasing than a hard corner. Those vertical exterior frame pieces you see tacked on to either side of the transom are temporarily installed to keep the panel from distorting as it is welded in place

The vertical core of the boat. The massive I-beam is the compression post for the deck-stepped mast, with the centerboard trunk behind it. That big tall box forward of the post is the chain locker for the anchor rode, which is brought aft from the bow through a heavy pipe that forms the spine of the forward deck framing. The pipe is lined with plastic so as to isolate the steel chain running through it

The water tanks are laid out either side of the centerboard trunk and will be coated inside with food-quality paint. This ensures water potability and also saves the tank interior from coming in contact with any chlorine in the water, which can cause corrosion in aluminum welds. The fuel tanks are situated fore and aft of the centerboard trunk, over the ballast compartments, which contain large lead pigs sealed in resin. End result: everything heavy in the boat (including the house batteries, which are located either side of the aft end of the centerboard trunk) is concentrated low down in the middle of the hull. This boosts performance and stability and reduces pitching motion

All below-the-water through-hull fittings are stand-pipes that reach up above the waterline. Seacocks are fitted on top of these and can be removed and serviced with the boat in the water

The vents for all tanks are routed to the top of the forward end of the centerboard trunk

The centerboard itself is also aluminum and is hollow. It is shaped as a NACA foil to enhance windward performance

The structure is insulated with panels of polystyrene foam above the waterline. The underlying metal is coated with sprayed-on cork (see, for example, the structural knee in the foreground here) and cracks and crevices are filled with blown foam to eliminate any possibility of condensation forming behind or around the insulation panels

After touring the plant I had a chance to go for a sail on a finished boat, which you can see in profile in the drawing above. As is typical on these centerboard boats, the rig is relatively short to compensate for the ballast being secured in the bilges rather than lower down in a keel. The boat also features what might be called a double-headsail rig, as opposed to a true cutter rig. Either the full genoa is flown, or the smaller staysail (which is self-tacking, sheeted to an athwartship traveler on the foredeck), but not both simultaneously.

You’ll note too the rudder is quite shallow, which allows the boat to be beached when the centerboard is up. There is but one rudder on the boat’s centerline lined up behind the massive keel box, as opposed to twin rudders on either side, which are vulnerable to collision threats. To help enhance the boat’s directional stability there are instead a pair of offset aft daggerboards, built of epoxy composite rather than aluminum, so they can break away if struck by anything without damaging the structure of the boat.

In sailing the boat I noticed immediately that the steering was not as precise and responsive as on a typical modern boat with a high-aspect spade rudder. Consequently I had a tendency to oversteer at first, until I clued into the secret of the daggerboards. Sailing on the wind you play the leeward board and can dial in just as much lee or weather helm as you want. Or you can set the board for a perfectly neutral helm, in which case you needn’t touch the wheel at all, and the boat will happily sail itself for as long as the wind strength remains the same.

The board, which is of course foil-shaped, also helps the boat point higher. Our closehauled sailing angles were quite good for a boat of this type, but not terribly impressive by modern keel-boat standards. Sailing in a 15- to 20-knot breeze the boat was fully powered up at a 45-degree apparent wind angle and could pinch to about 40 degrees at the cost of about a knot of boatspeed. Our speed overall was good, running 6-8 knots depending on the wind strength. I know from experience that the highest speeds on boats like this are attained surfing off the wind in a strong breeze with the centerboard up and and an aft daggerboard (or boards) down. In such conditions I would expect to see some nice spikes into the mid-teens.

What most impressed me was how stable the boat was. We had a fairly steady and moderate wind sailing out the mouth of the Tréguier River, but as we closed the shore again we saw sudden dramatic gusts as high as 29 knots. We were flying the full mainsail and genoa (about 130 percent, I’d say) and none of these gusts engendered any panic or even very extreme heeling angles. A couple of times we had to ease the mainsheet to keep the boat from rounding up, but otherwise the boat’s motion was soft and manageable.

Sailing back up the river we rolled up the genoa and deployed the staysail and had fun playing the intermittent gusts and catspaws the five miles back to town. Even at very slow speeds the boat was easy to control. Later, after we stowed the sails, I tried backing down under power. Again, the rudder didn’t bite as crisply as a deep high-aspect rudder would, but once the boat got moving she was perfectly maneuverable.

As for the boat’s interior, a glance at the accommodations plan doesn’t reveal anything out of the ordinary. This is the standard three-stateroom layout (two aft, one forward) found on most modern boats, with the galley to starboard in the middle of the boat opposite a raised saloon dinette. The interior’s most appealing feature, a nifty nav desk and seat in the doghouse just forward of the cockpit, isn’t readily apparent in the drawing.

The view from the cockpit. In the doghouse just behind that inspiringly bulletproof companionway door you’ll find the nav station. The mainsheet is double-ended and can be controlled from either side of the wheel. The winches are positioned so that the two sets of sheets for the mainsail and genoa can be led to either winch, per your preference. (The staysail is controlled with a single line.) The splayed-out web of the multi-part mainsheet on the roof of the doghouse is surprisingly effective. By hauling in on the windward side of the sheet, you can easily bring to boom to centerline, as seen here

Inside the doghouse. The concave saddle nav seat keeps you tucked in place when the boat is heeled, and the wrap-around view of the outside world allows you to comfortably keep watch here in nasty weather

In the standard deck layout the only line led aft is the vang control. Everything else is handled at the mast, which personally is the way I like it. More controls can be led aft to the cockpit if you want

The anchor windlass is in the middle of the boat, right over the midship chain locker, and can also be used to hoist the mainsail. To manage the windlass from the bow while deploying or recovering your anchor you’ll need a wireless hand-control

The back edge of the doghouse roof incorporates a narrow full-breadth wind-scoop that helps ventilate the aft cabins

The saloon settees and table are raised enough that you can see easily out the cabinhouse windows. Note the Refleks diesel heating stove to the left of the galley. This circulates hot water through radiators in the staterooms

You can order the aft cabins with a pair of split single berths like this, or with a flat double berth. As you can see here, light streams in from both sides

The spacious master stateroom forward features an island double berth on centerline. The mattress is split so you set up a lee-cloth in the middle while underway

A 55-hp Volvo or Nanni diesel (as seen here) is standard, or you can upgrade to 75-hp. Access to the engine is good, and there is room in the systems space for both a genset and watermaker

The day after my plant tour and test-sail I attended the launching of a new Boréal 47. Here you see a member of the launch crew whipping a messenger line on to one of the centerboard control lines, which run up inside the mast and are controlled with a halyard winch. Alternatively, you can order the boat with hydraulic centerboard controls

The boat was launched with the lid of the centerboard trunk removed, which afforded this unique view

Below you’ll find some numbers to ponder. Studying them myself, I’m struck by how similar they are to the Garcia Passoa I mentioned earlier .

Specifications

LOA 45’3” (without scoop transom) LWL 38’2” Beam 14’1” Draft -Board up 3’3” -Board down 8’1” Displacement (lightship) 26,638 lbs. Ballast 8,377 lbs. Sail area 1,076 sq.ft. Fuel 158 gal. Water 200 gal.

Base price -Boréal 44 €417,500 -Boréal 47 €453,000

Postscript: While driving from Andorra to Brittany I stopped and spent the night in La Rochelle. This gave me a chance to see Bernard Moitessier’s famous steel ketch Joshua (see image above), which is kept at the marine musueum there. I have always wanted to do this! This is the metal boat that began the French fascination with metal boats. (See this post here to find out how Moitessier really lost her .)

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Great article with excellent links to relevant sites. Cheers – once again you have provided in-depth and informative material.

Yes, a great article. Grand to see you raving, so enthusiastic, about a boat!

Great read. I like this boat. It reminds me of a space ship in that it is designed to protect it’s inhabitants from the extreme conditions at the poles of the earth.

and so pretty!

Thanks for the great photos. Quite a boat…built like a tank. Last year on a Carib charter i ran into both a Boreal and an Allures. For looks I liked the Allures better and had a hard time loving the chines on the Boreal, but for rugged voyaging the pilot house in the Boreal looks strong. How did the Boreal compare to the Jimmy Cornell boat, in you estimation?

Sweet yacht. I’ve been looking over Alubats for years…one day!

@Jeff Bander: That’s a great question. The boats have a good deal in common. The Garcia 45, for example, also has its chain locker in the middle of the boat. And both boats have forward and aft collision bulkheads, a very nice security feature. One thing I don’t like about the Garcia is the coachroof is not aluminum but glass. I’d rather have an all aluminum structure. The Garcia has twin rudders, thus has more precise steering, but the rudders are more vulnerable. The Garcia has its rather large nav station in the saloon, and its saloon consequently feels much more cramped than the Boreal’s. The Garcia’s cockpit is a little larger and easier to move around in and makes a better social space, but sightlines forward are not as good as on the Boreal. Some of the Garcia’s line runs also have a lot of friction in them, particularly the mainsail controls. The Garcia has a fractional rig with sweptback spreaders; the Boreal has a more conservative masthead rig with flat spreaders and forward and aft lower shrouds. I personally prefer the latter, as I think it’s stronger and you can ease out the main further when sailing off the wind, but others may prefer the more modern rig.

Cant wait to buy one, all your articles are just fabulous…!!

Hi Charlie, Best series of Boreal construction photos I’ve see— thanks. Joshua was moored in the slip next to me in Port Townsend after she was salvaged. And an old girl friend was instrumental in convincing Bernard Moitessier to come to California, the voyage that eventually led to the loss of Joshua. Small world.

The best article I have read about Boreal so far. thanks

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Attainable Adventure Cruising

The Offshore Voyaging Reference Site

• Test Sail and Review of The Boréal 47.2

Back in July of 2020 when  I wrote my initial piece  on the new Boréal 44.2 and 47.2 models, it was with every expectation that I would soon have a test sail to share with you.

How wrong can you be? I don’t need to go into why because I’m sure you can guess, but after four attempts I finally made it over to France in late October 2021, just before winter finally struck.

Read on for the results of my in-person inspection followed by a test sail:

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More Articles From Boréal 44.2/47.2:

• Two New Designs From Boréal

Thanks so much for this long-awaited article! I have to say I was getting all giddy again about my 47.2, until I saw that rendering of the 44.2! Two of the things I’m looking forward to are to not have to ask guests to move every time I want to turn a winch, and easy access to the platform, and it looks like that design accomplishes those as well, in a simpler, smaller package. Oh well, I’m sure I’ll be fine….

Yes, at last….

There is a lot more difference between the 44.2 and the 47.2 than the models they replace and I’d suggest that makes the decision making clearer.

But – I’m sure that you’ll be fine!

A great article Colin, thank you. We’ve noticed via the Boreal fb group, the 47.2 seems to be a very popular choice. The attraction with the bigger cockpit would be a plus for sure but with the sail handling at the mast on the 44.2, that was the deciding factor for us. Whilst the philosophy of Boreal design really makes sense and they are without doubt fine vessels it is the crew onboard that will make it a great sailboat, something we need to focus on after our launch in March 2022.

I think the 47.2 attracts a new audience to Boreal yachts, essential to ensure long term growth, no doubt. But I’m more than pleased that there is still the 44.2 that follows in the footsteps of the earlier designs, for the reasons you suggest. But you’re right about the crew element – and on these boats that are designed to go anywhere, the crew have a lot to live up to. But having strength and safety in reserve are good attributes to have in reserve and will look after the crew well. As it should be….

I’m surprised that the staysail isn’t self-tacking, and the sprit could do with extending. Overall quite nice if you’ve goat a million bucks to spare.

On the earlier models it was self tacking, but I think this larger, overlapping staysail works better, sheeting angle is improved, too. And there’s an optional bowsprit fitting for Code sails, too.

Low profile, impressive tankage on this vessel is certainly a plus, but I have never understood the French devotion to running the galley along the side of the salon. Depending on the angle of heel, dealing with a linear galley would seem to be more difficult and hazardous than a compact, centralized work area surrounding the user on two or three sides. The galley sink amidships, with its center-line through-hull eliminates the possibility of seawater back up when the galley side is heeled hard to leeward. Center line sink through-hulls seem to be an essential feature on most US and UK built monohull sailing vessels.

On these boats (as on our old Ovni) the centre line joinery houses the keel box, which is substantial, as you can imagine, and with the aft head entrance and the offset saloon table and seating, an ‘island galley’ would be virtually impossible to achieve – a compromise as usual. Having covered several tens of thousands of miles with a linear galley (as here) I found that I didn’t dislike it as much as I’d thought I would, and once I had got used to it under way I soon worked out ways to make it work for me.

Amazing article, and an amazing boat design. As for the larger hull form, what was your opinion on its motion when heading into waves? Is there a big difference as opposed to the previous hull shape?

The boat felt a little stiffer.and the motion was very comfortable, but in order to evaluate the difference in a concise manner I’d need far more time on board in a wider range of conditions. The older model was first class in all conditions, but to me, as a first impression, the new hull form may be even better.

Thanks Colin. Nice article… Boréal do make fine yachts and our 47.0 is still an attraction at the club or where ever we go. She sails so well.I’ve actually used my stay sail in close quarter tacking out a channel in quite light winds and she did much better than I anticipated. LOL… I still can’t tack the genoa properly! Sheesh…

Hi David looks like my initial reply got lost – these boats always attract attention, especially in places where they remain a a rare sight. I know it’s a bit of a faff, but partially furling the Genoa before tacking can help, then just let it back out once you’re on the new tack.

One thing that does concern me about the new boats is what the lighter air performance is going to be like. Boreal added a lot of weight and wetted surface, as well as upping the prismatic coefficient a lot without adding any appreciable sail area over the older models to the point that the SA/D is below 17 light ship and will, I’m guessing, go below 15 when the boats are loaded—the draw back of more space is it’s always tempting to fill it with stuff.

Did JFD talk at all about the decision not to add mast height to scale the sail area with the increase in size?

I sailed a 44 Mk1 in light air and found that once the wind got below about 8 true, she was getting pretty sluggish, even up wind, and that with a larger overlap on the genoa, so, unless I’m missing something, the new boats are going to end up motoring or setting light air sails quite a bit more than the old?

I didn’t have enough time with JFD to go into too much detail on the rig, but in the lighter winds we had earlier in the day, she went well under staysail and main, certainly better than I had anticipated, although as I pointed out, she has good sails and was light ship.

I’d agree that these are not the fastest boats in very light airs, but they they are cruising boats designed to be load carriers, and for that purpose I think they do creditably well. There are now many options to carry light wind sails from Code 0’s to a huge asymmetric spinnaker.

But I very much take your point about loading boats up if you have more space, the added weight from which will do nothing for sailing performance.

Hi Again Colin,

Another thing that struck me about the new 47.2 is that it’s bulked up to the point that it now displaces only a little less than a ton less than the Boreal 52, but with the 52 we get another meter of waterline without having to go to the plumb bow. And with the 55 that waterline is even longer.

And the beam on at the waterline is only a fraction bigger on the 52/55 than the 47.2.

Having spent three decades cruising a longer narrower boat I wonder if one would not be better served, if we want all the added amenity, to buy a 52? She should be both faster and more easily driven that the 47.2 I’m thinking. Also more able to carry load. And when the breeze is up, the bigger boat is always going to be easier on the crew.

That said, the market always wants the biggest boat for the shortest possible overall length, so I get why Boreal had to do this, but if it were me with that kind of money to spend on a long distance live aboard boat, I would be looking at a 52 or 55 and would get my order in before Boreal are forced by the market to bulk up the longer boat.

The 52/55 are great boats, and having sailed them in a wide range of conditions, they are immensely capable boats. While they may be easier on the crew in windy conditions, I’m not sure if they would be that much better except in comfort terms – a big boat is always more stable than a smaller one, but a well handled smaller boat can go anywhere the bigger boat can..

Big boats do need more ‘sailing’ though, and perhaps (therefore) more experience and confidence. As I’m sure you’d agree from sailing Morgans Cloud for so many years that bigger boats power up far more rapidly and demand more attention and skilful handling to remain in total control at all times. Big boats can be scary if they are not handled well, which is one of the main reasons that I think that 45ft LOA is about perfect for a couple as a crew.

The other obvious difference will be cost, which is likely to be somewhere around half as much again as the smaller model, afloat and ready for action. Then there are the annual costs…. Big boats = big bucks.

If money was no object and I was ten years younger (!) I’d have no problem taking on a 52/55, as yes, they are faster and better load carriers. But Lou and I found our Ovni 435 close to ideal for our needs and in all honesty, I’d probably opt for a 44.2/47.2 and, as before, do my best to keep here simple and the weight down.

Good points, and I agree that smaller boats have many advantages. But let’s not forget that your 435 is a much smaller boat than the new 47.2. About 2/3 the size based on displacement.

Also, I can’t see why a 52/55 would be double the price given that it’s not much heavier. A lot of why longer boats get more expensive is because the owners fill them up with expensive stuff, but if left simple I can’t see any intrinsic reason a 52 would be more than say 25% more than a 47.2. Of course the actual price maybe a lot more due to marketing and production considerations.

But on the other hand Steve Dashew has repeatedly told me that making a boat longer for a given displacement can actually make it less expensive to build because the access is so much better for equipment and accommodation installation.

On ease of sailing. I wonder if the 52 might not be a bit more easily driven too (longer boats often are) so she might not be much more of a handful than the 47.2 if intelligently managed.

That was the case with our McCurdy and Rhodes 56 to the point that once we understood how to sail her, we found her easier to sail than my old Fastnet 45. And our M&R is a lot bigger than the 52.

I guess this all just comes down to my fundamental belief that if we are going to have a big boat (and the 47.2 is certainly that), we are better of with a longer boat: https://www.morganscloud.com/2019/08/15/you-may-need-a-bigger-boat-than-you-think/

last price I heard for the 55 was around 33% more than the 47.2, which is not so far from your calculation.

The protocols for sailing smaller vs bigger boats start to stretch between 45 and 55 feet in my experience. Yes, the bigger the boat, the more easily driven they are, and inherent stability allows you to explore that asset. But you do have to think ahead and stay on top of things far more as the extra speed capability (and the way they power up) brings its own set of challenges.

Steve Dashews’ boats are unique and have many really useful attributes, being light, very easily driven and so don’t have the need to scale the gear up reducing cost etc. Arguably they are far easier to sail than equivalent heavier boats.

In order to gain the best out of any bigger boat, in my view takes more time, humility and teamwork for a short crew, in my view.

One of my only real gripes about bigger boats is that they tend to take longer to get ready for sea – all the gear is heavier, too.

If the difference to a 55 is 33%, I’m guessing it would be less than that on a 52. If I were in the wealth bracket to afford any of these boats and planning to go back to living aboard and doing big milage, as we did back in the day, I would be selecting a 52/55 over a 47.2 after all of 5 seconds thought. Just a no brainer for me.

That said, I do agree that bigger boats take more time to get underway. In fact that’s one of the big reasons we sold the McCurdy and Rhodes, but even so I would argue that to get an appreciable benefit over a 52 in that category one would need to go with a lot smaller boat than a 47.2, say your 435.

I guess that’s my whole point here, and Stein’s: the 47.2 is, like so many boats these days, a big boat masquerading as a small one.

Also, when we were full time voyagers living aboard, we never found the time to get the McCurdy and Rhodes ready to sail a problem. That only became an issue when we moved off the boat and wanted to do more day sailing. And at that point what really makes a difference is going to 11,000 pounds: a J/109, or Matt’s C&C 35 at ~12,000 pounds

Time to get underway is more a function of complexity than of size. Complexity tends to scale with size, true, but it doesn’t *have* to. I am pretty sure I could spec a two-person 55-footer to reliably clock the same 10 minutes from locking the car to leaving the dock that we get with our C&C 35…. it just wouldn’t have much more mechanical, electrical, hydraulic, etc. gear than the smaller boat. With large simple boats being as rare as hen’s teeth, going down a few sizes is certainly the easiest way to get something that needs less time and effort to get going, to pack up, and to take care of.

Having had a large and simple boat, I can’t agree on that. The big issues that affect ease of getting under way are weight and size related. For example, just coiling down and putting away a bunch of 7/8″ dock lines and large fenders is a lot more time and energy consuming than doing the same on a 35′ boat with exponentially smaller gear.

Another example is taking off and stowing the sail cover, which is way more work on the bigger boat.

And then there’s the work of setting the sails once underway.

None of this matters much when living aboard and voyaging, but if we want to go out for a two hour day sail, it matters big time.

Another example: our J/109 will happily berth next to a floating dock in gale force winds (our wharf is sheltered) but the bigger boat would have torn the floating dock apart, so she lived alongside our massive wharf with no floating dock and was kept off the wharf with 1″ offshore lines spliced to chains running to an anchor. Said offshore lines where a big effort to get aboard after a sail.

And big boats are hard on the dock lines—the material is the same, so big boat’s chafe their lines more than small ones do—so all of ours had back up lines. A total of eight lines to be handled some 1-1/8″.

I could go on all day, but you get the idea.

Hi Colin and John,

One of the things that I like better about the shorter Boreals is the mast height is ICW friendly. With the longer boat/higher mast I wouldn’t be able to go to one of my favorite local anchorages. I also think the shorter boat would be better for couples because it would be easier to raise the mainsail and roll in the headsails.

Hi Prentiss good point – a few extra feet and some areas would be closed off to you. We hugely enjoyed our transit of the ICW. It’s possible to cope with big sails the days with the aid of power winches etc. But the bill keeps going up, of course!

Hi Prentiss,

Good point on the waterway. I guess it depends on your use profile for the boat. For me, if in the market for a Boreal (in my dreams), waterway capability would be a long way back on the selection list, way behind all the offshore factors that would make the 52 a way better option for me.

As to hoisting the main. That’s interesting, but in practise ease of sail handling is way more about efficient layout than boat size, and that’s particularly true about mainsail hosting. For example the Boreal 44 that I sailed on had such a poor set up that it took both JFs working together three times as long (I timed them) to hoist the main as it used to take one old fart on a boat of twice the size (displacement): https://www.morganscloud.com/2016/07/12/hoisting-the-mainsail-made-easy-simplicity-in-action/

As to rolling in the headsails, I agree, a pain on a bigger boat, but an Ewincher solves that: https://www.morganscloud.com/category/rigging-sails/ewincher-review/

Don’t get me wrong, I’m not saying that a bigger boat is better than a smaller one, just that some usage profiles are better served by a bigger boat, and further that the disavantages of bigger can be ameliorated of even solved in simple and relatively inexpensive ways, just as the disadvantages of small, (gear access and worse motion at sea are the worst) need to be taken into account and ameliorated by those who select that option.

I hear you. No question that bigger boats take more skill and experience to sail safely. That said, my thinking is that the Boreal 52 is actually not much bigger than the 47.2. Less than a ton bigger, and not that much more sail area, and we can always put in a reef on the 52 to even it up, but still have more power when it’s light. To me that, and the added speed and milage from a longer waterline, is the best of both worlds.

Hi Colin and John, Thanks for a nice and informative report. I’m not in the market for a new boat, but the Boreals all seem very well thought out. The new models also seem to fit that description. I think these models follow the market demands on more interior space seemingly without compromising too much, but it’s still a very interesting topic in general.

I totally understand the emotional process making customers fixate on a boat length and then trying to get as much as possible into that length. I’m still entirely convinced that it’s not a good way to choose a boat, and for that reason also not a good way to design a boat.

To make my reasoning clear, I think it’ useful to introduce two concepts: Lengthened smaller boats and chopped off bigger boats. I don’t think any Boreal model is suitable as a good example of either, but since the points are mentioned here…

If we look at the Mini Transat racing class, the new style is scow bows, which works great for them. They have a 6,5 metre max hull length and try to get the performance of a much bigger boat squeezed into that length. If that rule wasn’t there, one could add two meters at the bow and one at the stern, do nothing else and get a much faster and better behaving boat. The total cost in money and weight would be negligible, as the extra material and work time of more hull area alone is a very minor part of boat build costs. A very rough estimate says that when hull and deck are built and joined, the boat looks “almost finished. You just have to put on the equipment etc, but in reality you only did about 10% of the cost and work time. Thus, adding 30% to the 10% might add 3% to the total cost, for a boat that is 50% longer and a far better boat. In real life, one would probably be tempted to change a bit more than the hull alone, but still a very minor cost increase is totally realistic.

For cruisers, the reasoning is different, but the logic is the same one. Most present day cruising sailboats are really chopped off bigger boats. Their bows and sterns have been squeezed shorter, just to pretend the boat is smaller than it really is, so buyers don’t get intimidated by a too long boat. One they might think is too expensive and to hard to handle. A much longer boat could easily cost about the same, as long as it doesn’t also get inflated and filled up with stuff. Just adding length alone is very cheap. (I have designed and built some boats and done the calcs).

I really think it would be a smart strategy for a builder to use this as a tool to win the market. Build a 15 metre (50 foot) boat, equip it like a 12m (40ft) boat and then price and market it as a 12m (40ft) boat. One that has just been stretched a bit, or not been chopped off, like the others have. If I were to market boats, (not an impossible future), I would absolutely do this. The boats would perform the pants off any competition, at any metric, at a similar price.

As I’m a fast multihull devotee, looking at the normal condomarans brings out the exact same thoughts. The normal 12m (40ft) cat is really a chopped 15m (50ft) or so cat. The only benefit they get is that it’s cheaper in harbours. That’s their primary intended operating environment, of course, even though they’re definitely capable of more. Still, if buying a boat for half a million euro/dollar or more, is harbour costs really a good enough reason for totally castrating the boat?

For much of the boating world, length is the dominant factor driving the operating costs. Our marina fees, crane fees, and winter storage fees are all on a per-foot basis. Combined, length-based charges make up more than two-thirds of the total cost of ownership of the boat.

For a boat that will spend the bulk of her life moored, anchored, or underway, this is not a problem, and “same amount of boat on a longer waterline & LOA” is a very good strategy. It yields better performance and a more pleasant total experience. But the market forces that push the majority of production builders into “most boat in a given LOA” are very real.

That’s true, and I can certainly see how that works in your case, but for someone with the wealth to buy and maintain a Boreal 52 the difference in marina fees for the extra 5 feet over a 47.2 is a rounding error and therefore should not, I would suggest, play a part in the decision between the two boats.

At this price point I would tend to agree. There’s also a case to be made that the prestige value of owning a “larger” yacht (same true size by displacement and gross tonnage, but longer) ought to be a strong forcing factor in the favourable direction.

an interesting conceptual proposal, which I find attractive in many ways. But what you’re suggesting seems to be what Steve Dashew and others tried, and which for many reasons (some of which you identify) failed to ignite the market? Which was indeed a pity. And whilst I agree wholeheartedly with your last remark about berthing costs, if I kept a 55 ft boat in one of the UK Solent marinas I might not! Best wishes Colin

I don’t think Stein is proposing anything as radical as Steve’s boats. And even if he were, let’s not forget that Steve sold a bunch of his boats over the years, including a production run of 27 Sundeers that only came to an end because Steve fell out with TPI over QC issues.

Anyway, I think we have already shown that a longer lighter and smaller for her LOA boat can generate a lot of interest in that we are now at 574 active sign ups for the Adventure 40. I’m betting an Adventure 50 would do just as well, as long as the concept were properly explained.

Hi John I love Steve’s boats and wish that they (or something similar) was still available and I won the lottery….And it’s excellent news that there is so much enthusiasm for the Adventure 40. Maybe the 50 concept will work, too, but with people’s desire to have every amenity I think space on a 50 will remain a key factor in generating demand.

I think the key there is looking at “boat per dollar” as a figure of merit.

The kind of person who can spend $770k on a cruising yacht is absolutely going to expect luxury, amenities, etc. befitting a wealthy person in their late working years or retirement. The kind of person who spends $300k on a day / weekend yacht likely has similar expectations.

But there’s also a kind of person (or, rather, a kind of couple / family) who can spend $300k, expects a proper cruising yacht, and wants it simple, clean, and functional. Said person does not want to pay $25k extra for varnished oak interior panelling when basic white enamel would suffice, nor do they want $40k of laminate sails when $15k of classic cruising Dacron is on the menu. They’ll weigh all options on a cost/benefit scale. It’s a harder market to understand and target than the “I have boatloads of cash and want top performance and luxury” crowd, but it exists, and an Adventure 50 might hit it nicely.

I totally agree with every point…and you all know how rare that is!

Also love the 50-footer idea…sounds a lot like the Adventure 50 I have been thinking about lately, which would actually be a smaller and less expensive boat than the Boreal 44.2

Great article Colin, … With the new rig layout the cap shrouds are now further outboard. With this layout is there now a need when hard on the wind to relead the sheet inboard of the shroud. On my Ovni 435 I find this is required.

that’s right – the sheets are inboard of the cap shrouds in the ‘slot’ between the two sets of shrouds. And with the lower shrouds nor farther inboard with the chainplates in the leading corners of the saloon roof, they sheet well inboard helping the angle for better upwind performance.

I will never afford a boat of this caliber, but please don’t take this as sour grapes. The design provokes me to ask the experts to explain why the massive beam of this vessel–and many other less substantial boats now built– does not create performance problems, except when running down wind. It has become the standard approach these days, everyone wants to have something that looks like an ocean racing maxi. Doesn’t that beam just dig into the water when going upwind, creating a very distorted, asymmetrical shape aft? Thanks.

That has become a lot easier to manage since 3D CAD became common. Once you’re able to instantly calculate full hydrostatics and performance parameters at any arbitrary trim and heel angle, it’s possible to shape the hull so that the asymmetry as the boat heels does not introduce any undesirable behaviours. Essentially, most of the nasty quirks you might have in mind come from changes in the distribution of volume (and therefore in forces) as the boat heels, and with enough math, you can find shapes such that those heel-angle-dependent asymmetries remain small relative to the dominant static and first-order terms. That, in turn, gives the designer some freedom to move away from “traditional” time-proven shapes while having high confidence in how it will behave. The Boreals being shallow-draught centreboarders, wide beam is necessary for sail-carrying power, and computer analysis of the hull in dozens or hundreds of trim and heel states helps the designers avoid the problems that can come from penning such a design without all that math to back it up.

Thank you, Matt – a much more concise explanation than I could have managed!

Hi Terence,

You are right to worry. Although, as Matt says, this can be managed, even with extreme beam aft (Think the super maxi Comanche) wide sterns only work if the designer and owner are willing to be careful about weight and do the work Matt mentions. They also work better on planing boats than displacement

This is not always done right and the result is that here are a lot of cruising boats out there that go so out of control in a puff that they self tack.

The other issue is the relationship between prismatic coefficient and efficiency in displacement hulls.

On the Mk1 Boreals JFD managed this well by using hull flare to get the stability he needed and the volume aft without a big efficiency hit or any strange behaviour.

Based on Colin’s sail he seems to have managed the same trick with the 47.2, although I’m guessing at a cost in efficiency, particularly in light air and under power, due to a larger prismatic coefficient—there is no free lunch in yacht design

To me the bigger question mark hangs over the 44.2 since she is basically a sawn off 47.2, unlike the relationship between the old boats where the 47 was a lengthened 44, generally a healthier way to modify a design. (I have said this directly to JFE, so this will not come as a shock to them.)

More on prismatic coefficients and why they matter here: https://www.morganscloud.com/2014/04/04/five-ways-that-bad-boats-happen-part-1/

The 44.2 should be slightly more efficient than the 47.2 since it is 900 pounds lighter with the same waterline length as the 47.2. The 47.2 is 19 inches longer at the stern above the waterline. Other than that, they share identical hulls.

Do you think these boats could be easily converted to a cutter by simply changing the Genoa to a yankee and adding staysail tracks on the coach roof?

That maybe so, but maybe not in that we can’t just use the waterline length for this comparison since at least some, and probably all, of added length of the 47.2 will become effective waterline length once it immerses once underway.

As to converting to a true cutter, my guess would be that would not work well. The secret to true cutter is getting the slot between the three sails perfect and that usually only happens when the designer has started with that goal in mind. That said, I could easily be wrong, so the best bet is to check and see what JFD has to say on the matter. I do know he looked at that for the Mk1 boats and decided that it would not work well.

Hi John, I appreciate what you write about true cutters. I see (and have sailed next to) skippers who try to sail like cutters and actually slow their boats down because they are actually double headsail sloops (often called cutters or cutter-rigged). Unless quite large (with large Js) these double headsail sloops generate turbulence among the air flowing around their three sails as they are just too close together: thereby slowing them down. Random observations, Dick Stevenson, s/v Alchemy

The other thing to bear in mid is that with these true centreboarders the mast is well forward in the hull (our Ovni was the same), which is the exact opposite of what most ‘true’ cutters are equipped with. From our own experience, the wind angle where the staysail sloop worked well with both headsail operating was limited to close reaching, when with a reefed yankee and the staysail and a good stiff breeze she would rattle off the miles. Otherwise she was better as a sloop.

Oops, one other question. It arises from the suggestion for sail protection from shrouds. Is there a substitute for baggy wrinkle now available for purchase somewhere? I don’t want PVC on my shrouds and I don’t have the patience to make my own baggy wrinkle. Thanks.

I never bothered with baggy wrinkle on the shrouds on any of my boats, stainless rigging is pretty slippery. Where sail contact might be made (spreader ends) I had plastic caps and sacrificial reinforcement patches on the sail – never had any major chafe issues.

Thanks so much for the report and observations. We currently have a similar sized 47 foot B473 with fixed 2.1 m draft that we simply love, but no harm dreaming of adding shoal draft adventures to our cruises?

Our boat being similar in displacement and beam (but slightly longer WLL), I have no doubt she (47.2) will have more than adequate sail area. To us under 15 metres is the sweet spot, easily handled by two or single handed, but enough space and comfort for extended cruising.

But I was interested in your opening remarks about sailing the 47.2, “ we knew that tacking a stiff new genoa around the furled staysail would be a challenge, Boréal designer Jean-Francois Delvoye, our skipper for the day, instead suggested that we just unfurl the staysail… ”

If you can’t use the Genoa practically (new sails or not), why have one? I see so many cruising yachts motor-sailing in under 8 knots of wind, or over 25 knots upwind, because they have too little sail, or too much. So the 47.2 Solent style rig seems to me to be the worst of all worlds – so much so we wouldn’t buy one if this were the only option available!

Why not remove the Genoa and put on a self-tacking jib (like you see on Hanse Yachts as standard and an option now on some other production boats? Surely a well engineered track for a self-tacker will provide better sheeting angle control than a fixed outboard track? With modern composite sails fabrics our 103% jib (not self-tacking) is more powerful, and closer winded than our original (but still relatively new) 130% Genoa over about 14 knots TWS, upwind.

In less than 10 knots upwind we use a composite Code 0 and are nearly as close winded as we were with the old Genoa, but a couple of knots faster. The 47.2 should be able to achieve this outcome if the rig is well engineered and with her full chine, she may be able to carry the Code 0 upwind to 14 knots TWS?

The only compromise with this rig (there always is one) is if you are keen on sailing performance, you need to run outboard sheets for optimum jib leech control with eased sheets. We have used permanently rigged lazy sheets for five years now, offshore and inshore without issues.

I wonder if Boreal would consider a self-tacker as a factory fitted option, if we win the Lotto?

Best regards, Rob

Riffing off of that idea, since to my satisfaction Colin found the staysail a versatile option, the flip side of that coin would mean the genoa is LESS used. Since light air is a fact of life in Maine, I wonder about skipping the genoa altogether, and rigging a code 0 in its place. Especially since the genoa is rigged through the slot so probably compromised off the wind?

Hi Michael, congratulations on your boat choice – what a beauty. Not sure if you are meaning to rig a Code 0 on the forestay using the Genoa furler?

From our experience the Code 0 has a free luff (not attached to the stay) and this is what make it a truly versatile sail.

On the wind the luff cable (or newer structured luff) is pulled on hard so the forestay on our boat even goes slightly loose, and then we crank on the back stay so the Code 0 luff is as straight as can be, with little sag in under 10 knots.

I should say our Code 0 is a high-modulus sail with a Dyneema (or similar) rope cable that tapers in the middle of the luff but is substantial at the head and tack. It is built to take the big loads generated by the sail. At around 12-13 knots TWS we are starting to be over-powered upwind and we swap to the jib.

Off the wind the luff is eased slightly, then more when reaching and broad reaching. When running off we can hold the Code 0 to 165 deg apparent in stable conditions (see our windex in the attached picture) when the halyard is eased even more, to propel the luff to windward (between half to one metre – see attached picture). This catches more wind and provides stability to the sail and boat in waves. Lastly, the Code 0 creates enormous lift off the wind helping keep the bow out and promoting continued surfing.

15 knots is our best speed so far in 27 knots TWS, continuous surfing down waves with the Code 0. But m any sailmakers will tell you what we experience isn’t possible – maybe because they want you to buy a Code 0 and an A-sail. We have an almost new A-sail that came with our boat which we used as a beanbag offshore, but now sulks in our attic.

Hope this helps your thinking. Rob

Interesting stuff, Rob and if you can get a Code 0 to work through such a wide range of wind angles then that makes them an attractive option. I haven’t had time to play with one for long enough to get the best out of it, but your comment encourages me to look for an opportunity.

Why not? It’s a sail that may suit this boat well. I have used one on a 47 mounted on an indepenent furler, not on the Genoa furler and it worked fine. But as Rob suggests below, I don’t think it would be appropriate rigged in place of the Genoa. The furler can be mounted on the anchor platform where there is a really hefty tang to take it. Choice of the correct type and size of furler will be important, though.

Hi Rob my comment about the Genoa was based on it being brand new and in a very stiff fabric – normally once the sail settles down and ‘softens’ a little things get easier. I am not a big fan of self tacking jibs, or even staysails, for that matter, as I prefer to be able to adjust the sail shape for all conditions and angles for optimum performance, but I can see the attraction for ease of tacking. The Boreal 44/47 have self tacking staysails and they work very well, but the new staysail is conventionally rigged and the benefits of this are apparent out on the water. It might be more work, but I prefer it, anyway.

Hi Rob and Colin, Colin, I could not agree more about not having self-tacking headsails, especially a staysail. Like roller furling mains and boom furling, they have much initial appeal, but the downsides are often not so readily apparent and, I believe, the benefits are greatly exaggerated. Short tacking my staysail is basically a doddle. As it comes across, a bit of practice allows me to get the staysail sheet pulled in by hand except for the last few inches. One or two rotations of the winch handle and I am done. My best, Dick Stevenson, s/v Alchemy

We are not fans of self tacking staysails either. When tacking we leave the staysail aback until the jib is across, because it prevents the jib wrapping around the inner stay

Thanks Colin, I’m with you on staysails.

Really interesting to read your comment about slot rigs in France, and maybe I would just stick with our conventional 100% jib arrangement with its “ gréement à fente” sheeted between our outer and inner shrouds – I never knew this was a thing!

How did the 47.2 110% Genoa set off the wind? If inboard sheeted through the slot I would expect the leech to open right up and lose half its power. Is there an arrangement for outboard sheeting (we have a jib track mounted on our cap-rail for this). Rob

I think the point about the rig is that it is designed that way, not as you, I and many others have done for a specific sail and purpose (like your 100% jib). I have always used snatch blocks to barberhaul sheets in required directions as I believe you do, too from your earlier comments, which is best way to get optimal sheeting angles. The Genoa set OK off the wind, but inevitably, as the sheet is eased the leach will open, which is why if it were my boat (or if we had more time, just being on a test sail) I’d have looked at rigging a barberhauler as I would do on any boat, to close the leach and get the sail driving properly. On Boreal’s this usually entails rigging some sort of adjustable strop and block from the midships cleats, although some owners opt for a welded toerail which allows for easy adjustment with its multiple potential attachment points. On the racing boats I sailed on as a young man we had what were called toast racks that allowed sheet car adjustment in a number of planes, as well as sometimes an outboard track, and we shifted the position of the sheet car as necessary all, the time. This instilled in me the benefits of such adjustability and I use that knowledge all the time to get the best out of whatever sail we’re using

Good article I am surprised the brilliantly designed doghouse/hard dodger that boréals have was not discussed

Hi Neil only because I have covered it in previous articles and for reasons of space. It is still one of the nicest features about the boat, simple, functional and effective. Once you have done a few cold night watches inside one there’s no going back….

Both Colin and I have explored the dog house at length in other articles about the Boreal boats: https://www.morganscloud.com/category/boat-design-selection/boreal/

Given that, Colin was focusing on the changes from earlier boats that we have already written a bunch about.

Thank you very much for this review. It is very enlightening for us to read what a seasoned sailor thinks of the unit. I also note that Chiara was on the light side when sailed, and that this will make a difference with a full weight boat.   We had no opportunity to sail a 47.2 before committing to buying one in 2019. Then the virus hit, and all travel plans had to be halted, so that the first time we were able to see our unit in its aluminum flesh was last September, on the day that Chiara sailed to LaRochelle for the Grand Pavois exhibition. Not that it would have made a lot of difference anyway, as the robustness of the construction, the doghouse concept, as well as the thick insulation, the go anywhere capabilities of the boat, the twin freezer and fridge and the separated shower were deciding factors for us as future liveaboards, not the speed or the ability to sail up to the wind. These last two are essentially added bonuses if they materialize.  We will most likely never sail it near its empty weight anyway, but rather with full water and fuel tanks and loads of consumables to be as independent as possible, in as remote as possible areas, for as long as possible.  Well at least this is the theory…

We will know soon enough; launch on January 25th and delivery on February 4th if all goes well, for our hull No 4. The sea trial should happen then mid-February, weather permitting. We opted for the Gennaker as the numbers at full weight were indicating that a light air sail could be an interesting addition.

In summary, the go anywhere capabilities of the boat with the improvements of the liveaboard conditions of the 47.2 compared to the 47 were deciding factors for us. 

Salutations de Genève,

Hi Yan one thing I have always appreciated with the Boreal designs is their load carrying ability. They also maintain their trim better than most boats of this type. Jean-Francois Delvoye is a seasoned long distance sailor and it often shows in ways that are not immediately obvious. I’d expect this new model to be as good, at least. Fully loaded for long distances you’re bound to lose some ‘edge’ in any boat, though, but because of the above attributes I’d hope that would be minimal. A gennaker is a good addition, and is easy to use. Light weather performance will be better and far more fun. It’s a huge leap of faith to order a boat without being able to test sail here (what times we live in!), but I felt the wait to test sail this boat was more than worth it and I’m confident you will be happy with her, for all the reasons you outline.

Hi, nice review and discussion, I would love to have a Boreal and if some day I have enough free time to go offshore, it would be on the top of the list. I understand that upwind angle might not be the strongest point of this design, but do you have any data regarding tacking angles? Thanks a lot. Ignacio

Hi Ignacio, Colin mentions 40 degrees apparent in his article. That was in smooth water and would translate into tacking in a little over 90 degrees. That said, in waves that’s likely to widen a bit, so if I were navigating the boat I would plan for around 92-95 degrees in flat water and between 95 and 100 in waves. That would assume the boat were not overloaded and was sailed well, with good sails.

I know that sounds wide and many cruisers claim tighter angles but in fact only race boats with narrow sheeting angles, great sails, and deep ballasted high aspect keels and great rudders do better than 90 degrees (45 to the true wind) in the real world.

Hi John, I am glad you wrote about tacking angles and I agree completely. Reading the slicks about tacking angles on the boats they review (and listening to certain sailors) just promotes unrealistic expectations, confusion, and a competitiveness which does not serve well our sport. My best, Dick Stevenson, s/v Alchemy

Ok, thanks a lot for the reply. Sorry, I had missed that part of the article. In fact is better than I expected. I have a First 44.7 racing edition and with cruising sails and no barberhauler, 90 dregrees real is the best I get…

Hi Ignacio, sorry I was little late to this. I’d expect somewhere around 100 degrees as a fair mean, and am sure that cracking the sheets a fraction might lose a little angle (so maybe 110 degrees) but aid VMG considerably, and would help comfort, too. In ocean sailing conditions (which is where this boat is aimed for) this is what you want, as Dick and John (who between them have innumerable miles) well know – it’s more comfortable, too!

Thanks for the reply Colin, very interesting.

Love the Boreals. Really do, however I wish they made when under 40 feet. Excited about the new Ovni 370. Maybe Boreal will creat a competitor? I feel like the boats just keep getting bigger and bigger.

You are right, boats are getting bigger. There are a whole bunch of reasons for that, but one of the primary ones is that it’s much easier to run a profitable boat building company if you build larger boats. And you will note that the Boreal’s are getting bigger in that the Mk2 boats are way bigger than the originals.

Also, the last time I talked to the partners there were no plans for a smaller Boreal and given that their order book is full of the bigger boats for years out, I doubt we will see a smaller Boreal.

Hi Kevin John is absolutely right, bigger boats make more sense from a commercial perspective. Unless there’s a drastic change in market conditions that penalises bigger boats (it could happen…) then I can’t see it happening.

Hi John, You are partly right. But if you remember the story of Boréal, the real reason is elsewhere. The first Boréal that I designed in 2005 was the 50. The specificity of this plan is that I first designed what seemed essential to me on my boat: a dog house and an ergonomic cockpit. I then drew a boat around these two elements. In 2008, Jean François Eeman, who was my client before becoming my partner, asked me to design him the smallest possible Boreal with, of course, the same doghouse and the same cockpit. Thus was born the Boréal 44 . I think that a doghouse, which is the DNA of Boréal, on a smaller model would be neither functional nor aesthetic. This is the reason why it will be difficult to imagine a smaller size.

Hi Jean François,

I should have mention that too since you and JD-E explained it to me when we visited. Aging brain problem! Anyway, thanks for the fill.

The photo you shared of the 44.2 in build shows two passageways at the stern of the boat. One to starboard and one in the center. The rendering only shows the one passageway on the starboard side. Did something change or will that space in the center be filled with something?

Look forward to seeing more photos of the completed 44.2

https://share.icloud.com/photos/018OvKEuOk62uROXLgOBoiJPg

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These forests below the Arctic Circle are designed to burn.

But not this often.

Parts of Canada’s Boreal Forest Are Burning Faster Than They Can Regrow

The delicate balance of one of the planet’s largest natural systems for storing carbon depends on the humble black spruce tree.

Manuela Andreoni , a climate reporter, and Bryan Denton , a photographer, traveled with researchers to Canada’s boreal forests in the Northwest Territories.

The dead black spruce looked like a collection of giant burned matchsticks standing tall above the gray landscape as far as Jennifer Baltzer could see. But here, at the edge of one of the largest areas of scorched forest that scientists have ever documented in Canada, what caught Dr. Baltzer’s attention was closer to the ground.

The spruce seedlings were gone.

Dr. Baltzer, a professor of forest ecology, was a few hundred miles below the Arctic Circle, where for over a decade she has studied the health of the black spruce and the boreal forests. It was a scorching late spring morning, and she and three of her students from Wilfrid Laurier University in Waterloo, Ontario, were in the Northwest Territories to document what could grow from the ashes of the record-breaking fire season that had ravaged the forest almost a year earlier.

“Wow, it’s kind of crazy in here,” Dr. Baltzer said as she inspected the blackened landscape. She had never seen trees burn this soon after a previous fire.

The boreal forests are the largest forests in the world, and in Western Canada they evolved to burn once every century or so. But this patch of forest had just burned for the second time in a decade. As a result, many trees would struggle here, she explained. The slow-growing black spruce didn’t stand a chance.

Where Canada’s Monster Fires Burned — and Re-Burned

Area burned in 2023

Burned in 2023 and at least once in past 50 years

Territories

Yellowknife

Great Slave

Black spruce

dominant area

Source: Natural Resources Canada

By Veronica Penney

More frequent, bigger wildfires, fueled by climate change, are a formidable challenge to the black spruce, a species that has dominated these landscapes for thousands of years. Their gradual decline, now accelerated by last year’s fire season, is one of the strongest pieces of evidence that the new age of wildfires aren’t just overwhelming people with the smoke and destructive blazes now raging across North America — they are overwhelming nature, too.

The dwindling number of black spruce trees, scientists say, is deeply transforming an ecosystem that is one of Earth’s biggest storage systems for planet-warming carbon dioxide, a crucial tool to keep the atmosphere from warming even more than it already has.

Last year’s fires engulfed a stretch of forest the size of the Netherlands for at least the second time in 50 years, according to an analysis by Natural Resources Canada, a federal government department.

What was troubling, Dr. Baltzer noted, is that fire isn’t supposed to make life harder for the black spruce tree. Quite the opposite.

Jennifer Baltzer, a professor of forest ecology, in a spruce stand that burned last year outside Behchoko, Northwest Territories.

Black spruce cones, which open and release their seeds with the help of fire.

Black spruce forests didn’t just evolve alongside fire, they depend on it. The tree is a natural bonfire of sorts. Its branches are covered with flammable resin that fuels the flames of forest fires right up to the tree’s crown. Fires help melt the waxy coating of black spruce cones until the trees release seeds onto the soil where seedlings can grow.

But if they burn too often, there aren’t enough viable seeds to reproduce. Burn too hot, and the seeds are killed. Burn too deeply, and the organic layer of soil where black spruce trees thrive, and which takes decades to accumulate, is gone.

In recent years, the black spruce failed to regenerate after fire in a fifth of the hundreds of sites Dr. Baltzer and other researchers monitored in North America’s boreal forests. And that was before the fire season of 2023.

The black spruce’s struggles are a gradual break to an ancient natural cycle, one that releases planet-warming carbon into the atmosphere as old trees burn, and then gradually returns that carbon to the land, in the form of new trees and new soil. Any imbalance in this tug of war between life and death can threaten the boreal forests’ ability to store heat-trapping carbon.

Where Black Spruce Dominates Canada’s Boreal Forest

Atlantic Ocean

Black spruce dominant areas

Boreal forest extent

Source: Canada’s National Forest Information System leading tree species data

Last summer, temperatures in Canada were more than 2.2 degrees Celsius, or 4 degrees Fahrenheit, above the historical average of the past few decades. Around the Northwest Territories, it was even hotter. The heat is largely why fires as severe as last year’s happened many years before scientists anticipated. Most climate projections didn’t expect these kinds of fires until later in the century, a new preprint study found.

“The entire bloody country was hot and dry at the same time,” said Marc-André Parisien, a senior researcher at the Canadian Forest Service and an author of the study. “If you would have told me that a few years ago, I’d be like no, that doesn’t really make sense.”

Forest fires are burning more than twice as much tree cover as they did 20 years ago . They have also become more intense and frequent, especially in the boreal forests, according to a recent study . Increasing temperatures, fueled by the burning of oil, gas and coal, are the biggest culprit.

A wildfire burning south of Enterprise, Northwest Territories, last August.

Jeff Mcintosh/The Canadian Press, via Associated Press

In the Northwest Territories, as Dr. Baltzer drove through the burned forests on her way to visit another site, she recalled the moment the scope of the 2023 tragedy became clear. She was reading headlines about the immense blazes when it hit her that the planet had briefly reached the temperature at which countries had agreed in the Paris Agreement to cap warming: 1.5 degrees Celsius, or 2.7 degrees Fahrenheit, above preindustrial levels.

Temperatures would need to be at that level for several years for the global target to be breached. But for a scientist who had spent much of her career tracking fire, the consequences of a planet that was warming this quickly were clear.

If the world continued on this trajectory, it didn’t matter how hard she or anyone worked to protect the boreal forests.

“Everything will burn,” she said.

‘The trees melted’

A single burned tree near Kakisa, Northwest Territories, an area that has burned twice in the last 10 years.

The scraggly, skinny black spruce trees may not be much to look at. But what lies in the soils below them is one of nature’s biggest gifts to living things, a vault of the forest’s past lives, in icy slow decomposition, that stores immense amounts of planet-warming carbon.

The researchers were on their way to document another area that had burned in 2023 when they walked into an ancient black spruce stand. As they stepped on the ground, it sank several inches below their feet. Then it bounced right back.

The cold temperatures of northern Canada slow down the microbes that eat the dead moss and leaves on the ground. Inches, or sometimes several feet, of organic matter remain on the soil even as new trees, moss and lichen, one of the caribou’s favorite foods, grow on top.

The black spruce is one of the few trees that can grow on such spongy soils. The acidic nature of the trees’ needles helps slow down decomposition and its bushy branches help catch snow, making soils colder during winter.

The black spruce is one of the few trees that can grow on such spongy soil.

As the researchers approached the burned patch, walking became harder. The ground was now full of enormous potholes covered by thin layers of singed plants. The black spruce trees, many more than a century old, had all fallen, their blackened roots sticking up to the sky, many of their seeds dead.

“It looks like the trees melted,” Dr. Baltzer said.

Austin McIntosh, a technician, and Kyle Fennig, a research assistant, grabbed a tool to measure how much of the soil had combusted. In some patches, more than half of the organic matter in the ground was gone.

Their measurements were perhaps a glimpse into the future of that ecosystem. The amount of carbon that soils hold after the spruce trees are gone can fall by up to 80 percent , a recent study showed. It then takes several decades for the forest to restore it.

Kyle Fennig, left, and Maya Provenzano, students at Wilfrid Laurier University, gathered data in a stand of black spruce that burned during the 2023 fire season, near Behchoko.

The top of a soil core sample is dotted with organic material, including Geopyxis carbonaria, pixie cup lichen and green polytricha moss.

When fires kill off black spruce trees, they are often replaced by other native trees, such as birch or aspen. These species survive in part because they grow a lot faster. But because they drop their leaves every year, which stops mosses from growing, the soil around these trees doesn’t store as much carbon.

Some researchers have found these fast-growing, less flammable trees can help protect black spruce seedlings. But researchers fear that the era of more frequent fires has broken that balance because spruce trees are killed off too quickly.

When Dr. Baltzer pulled on one section of burned soil, as if it were a thick wool rug, there was ice below. But it wouldn’t stay that way for long, she told the team. Now that the organic layer protecting the frozen soil was gone, it would thaw quickly, completely changing this corner of the ecosystem. What would happen next would depend on how wet the soil would become.

“I would expect this to get wetter,” she said. Maybe other trees, like larch, could grow here then. “But possibly not black spruce.”

At scale, the implications of how well the black spruce fares in places like this could change how scientists expect global warming to play out in the future. Put together, the soils of the Arctic and the boreal forests, which stretch from North America to Asia and Europe, store almost twice as much carbon as now exists in the atmosphere .

‘No more water’

Chief Fred Sangris of the community of Ndilo.

For the Dene First Nations, which have lived in the boreal forests of the Northwest Territories for centuries, the menacing forces of the new age of wildfires are a consequence of the deep transformations they have watched unfold around them for years.

Chief Fred Sangris, of the community of Ndilo on the edge of Yellowknife, the territorial capital, has seen the permafrost melt into large ponds, and ancient trees sink as their roots lost their grip on the mushy soils. He noticed new islands emerging when the water levels at the Great Slave Lake sank to record lows. And he felt the peat soils, once as soft as mattresses, dry up and harden.

As Chief Sangris walked in the old-growth forests of Dettah, the hamlet where he grew up some 15 miles south of Yellowknife, he couldn’t find any of the black spruce gum that the Dene people use to make teas that help treat upset stomachs. The trees had all turned gray.

“These trees are dying because there’s no more water,” he said, as the soil crackled below his feet. “We’ve never seen anything like this.”

The ecosystem that is a central part of much of Dene culture had changed before Chief Sangris’s eyes. He grew up collecting berries, fishing and hunting caribou in these lands. But caribou populations have long been declining and finding ripe berries in drier forests has become harder.

More than half the population in the Northwest Territories’ 42,000 people are Indigenous. First Nations officials are now pushing for a bigger role in shaping policy on topics like fire management and evacuation strategies.

They are worried about protecting communities that had never been under wildfire threat. The Dene hamlets of Dettah, Behchoko and Ndilo were evacuated for the first time last year . So was Yellowknife, a city of 20,000 that has historically been a safe harbor to communities deeper in the forest.

The burned remains of a gallery and gift shop in Enterprise.

A section of forest that burned in last year’s fires is visible from the road between Kakisa and Enterprise.

Weeks after the trip to the Northwest Territories, Dr. Baltzer said, the images of the burned forests were still in her mind. She felt confident that the data her team collected would help manage wildlife and protect First Nations communities. Given how huge the boreal forests are, her research could help shed light on which parts of the ecosystem were most important to protect.

The research is also poised to help improve the global models that forecast how climate change will affect the planet. Estimates from a United Nations panel of experts project that, sometime in the next decade, global temperatures will rise to a sustained level of 1.5 degrees Celsius above preindustrial levels, from the current level of about 1.2 or 1.3 degrees. If temperatures rise above that, scientists say, the effects of catastrophic heat waves, flooding, drought, crop failures and species extinction will become significantly harder for humanity to handle.

Extreme fires like last year’s that ravage enormous tracts of forests are “completely absent from the current climate models,” said Philippe Ciais, a researcher at the Laboratory of Climate and Environmental Sciences, near Paris, who tracks carbon dioxide emissions.

Because of that, he said, “the models are probably too optimistic.”

As he stood at the edge of the lake by Dettah, Chief Sangris watched small fishing boats cross the blue waters, glistening in the sun. He recounted his community’s efforts to adapt to the changes around them across several generations. They built fire breaks, found evacuation routes, fought mining interests and developed programs to grow more food locally so they wouldn’t need to rely on the forest as much as they have in the past. Their goal was to stay on their ancestral land.

“You put your canoe here, you’re in the wilderness,” he said. “We’re not moving. This is our home.”

An earlier version of this article stated incorrectly the status of the Northwest Territories in Canada’s federal system. It is a territory, not a province.

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More From Forbes

The countries with the cleanest air in the world, ranked in new report.

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Coastal wind turbines outside Copenhagen. These iconic turbines, which can be seen from most places ... [+] within this capital city, are a symbol of a future with green cities and sustainable energy in Denmark.

Looking for a place to breath the cleanest air on a daily basis? A global update on “The Air We Breathe” by the World Population Review ranks the countries with the cleanest air and lowest emissions—and Europe leads the pack, topped by Estonia.

The report, based on the Environmental Performance Index (EPI), considers among other factors CO2, methane, greenhouse emissions, achievements on carbon-negative status, implementation of environmental policies and sustainable practices and the extension of forests, rainforests and renewable energy sources.

Developed collaboratively by the universities of Yale and Columbia with the World Economic Forum , the EPI ranks 180 countries based on 40 indicators across 11 categories, focusing on ecosystem vitality, climate change and environmental health. These categories include air quality, water and sanitation, biodiversity and habitat, and sustainability.

Lahemaa national park forest in Estonia

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The 10 European countries with the highest global EPI are Estonia (75.3), Luxembourg (75), Germany (74.6), Finland (73.7), United Kingdom (72.7), Sweden (70.5), Norway (70), Austria (69), Switzerland (68) and Denmark (67.9).

In fact, Estonia, Denmark, United Kingdom, Finland, Sweden, Luxembourg, Austria, Norway and Switzerland have held spots on the list of the world’s cleanest countries since 2020.

The next 12 on the list are also European countries: Greece (67.4), Netherlands (67.2), France (67.1), Belgium (66.79), Malta (66.6), Ireland (65.7), Czech Republic (65.6), Slovakia (65), Poland (64.4), Iceland (64.3), Spain (64.2) and Lithuania (63.9).

Shanghai's skyscraper view from above in the light of early morning

CO₂, Methane And Greenhouse Emissions

The global list of the highest polluters of CO₂ emissions paints a stark picture of the planet’s environmental challenges.

At the top is China with a staggering 12,667 million tons of CO₂ due to the massive scale of its industrial and energy sectors.

The United States follows with 4,854 million tons, reflecting its substantial energy consumption and automobile reliance.

India, at 2,693 million tons, shows the environmental cost of rapid economic and population growth. Russia spews 674 million tons, driven by heavy industries and energy production.

In the Middle East, Iran and Saudi Arabia mark significant footprints with 686.42 and 607.91 million tons respectively, indicative of their oil-centric economies.

Indonesia, straddling the line between developing and industrialized status, emits 692.24 million tons, a reflection of its burgeoning energy demands and deforestation issues.

The order of the ranking of methane emissions—a potent greenhouse gas that has varied sources, including energy production, agriculture, and waste management—is similar, with China in the lead at 1,186,285 kilotons, followed by the U.S. emitting 748,241 kilotons, India at 697,655 kilotons, Russia at 617,227, Brazil at 449,214 kilotons and Indonesia at 333,995 kilotons.

Carbon Negative

“Human-induced global warming is arguably the most significant environmental concern in mankind's history,” warns the report. “Caused largely by the burning of fossil fuels such as oil (and gasoline), coal and natural gas, global warming can permanently reshape coastlines, transform both local and global weather patterns, and disrupt entire ecosystems.”

In an attempt to mitigate the impact of global warming, many of the world's countries have begun making efforts to minimize carbon emissions and become either carbon-neutral or carbon-negative.

Nations that have achieved or are close to achieving carbon-negative status, meaning they sequester more carbon than they emit, are few.

Bhutan, with more than 70% of its territory forested, leads the way, utilizing its vast green cover and hydropower. It’s currently the only country that has achieved the carbon-negative status. Other nations are still pending.

Suriname follows, with an impressive 90-97% forest cover, balancing its mining industry's emissions with its extensive forests.

Panama, with 56.8% of its land under forest, is on track with ambitious reforestation plans and a shift towards cleaner energy.

Comoros, Gabon and Guyana are promising carbon-negative candidates. Comoros, despite its dense population, maintains large forested areas aiding in carbon sequestration.

Gabon, with 91.3% forest cover, stands out in Africa for its commitment to maintaining its lush landscape. Guyana's 93.6% forest cover is also a significant carbon sink.

The forest along Tamolitch Falls trail in Blue Pools, Oregon

Forests And Rainforests

Suriname and Guyana lead the list of countries with extensive lush forests covering 97.4% and 93.6%, respectively.

Micronesia, with its 92% coverage, illustrates the Pacific's dedication to preserving verdant landscapes amid blue waters.

In Europe, Finland stands out with 73.7% of its land cloaked in boreal forests, offering a serene retreat for individuals from industrialized regions.

Sweden, with a forest cover of 68.7%, is a prime choice for nature enthusiasts.

On the flip side, countries such as Egypt and Qatar unsurprisingly have negligible forest cover.

The United Kingdom and the United States, with 13.2% and 33.9% forest coverage respectively, reflect the varying degrees of urbanization's impact on natural spaces.

Macawa in the Amazon Rainforest, state of Acre, Brazil

As for rainforests , those planet's ecological marvels are spread across diverse nations, each contributing uniquely to global biodiversity and carbon sequestration.

Only 53 countries can boast having at least one rainforest.

The largest tropical rainforest, the Amazon, spreads to Colombia, Ecuador, Peru, Bolivia, Brazil and Venezuela. It serves as home to some 2.5 million kinds of insects, probably because of the humidity.

About 40,000 plant species and approximately 1,300 different birds also live in the Amazon Rainforest. On land, an estimated 427 unique mammals roam its splendors. In the water, there are an estimated 3,000 fish species.

Other large tropical rainforests include Congo’s, with more than half consisting of primary forest that existed since ancient times and remains undisturbed by humans.

Indonesia has an impressive tally of six distinct rainforest regions, including the renowned Borneo Lowland and the captivating Kayan Mentarang National Park. ​

Australiasia, the third-largest tropical rainforest in the world, covers New Guinea and Northeastern Australia. It also stretches across strings of smaller islands that were connected during the Ice Age.

The United States has four rainforest regions, including the vast Tongass National Forest and the Pacific Temperate Rainforest, revealing the country's rich ecological diversity.

Argentina and Malaysia have three rainforest regions each, highlighting the ecological wealth of South America and Southeast Asia.

Countries including China and Vietnam are home to just one rainforest region each, such as the Indo-Burma in China and the Cardamom Mountains Rainforest in Vietnam.

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How fire-ready is Edmonton? What one of Canada's largest urban parks means for wildfire risk

Deciduous tree species make edmonton less vulnerable to wildfire, ecologists say.

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As an out-of-control wildfire rages on in Jasper National Park, many Edmontonians have wondered about the wildfire risk in their home community. 

Edmonton's river valley along the North Saskatchewan River is one of the largest urban parks in Canada with 4,500 hectares of natural area, said Courtney Teliske, a City of Edmonton ecologist working in natural areas.  

Specialists say several factors make Edmonton more resistant to a fast-spreading wildfire. 

"The likelihood of a fire getting out of control in the city of Edmonton is much lower than, say, in the northern parts of the province," Teliske said in an interview.

A major factor is the type of tree that dominates Edmonton's natural areas. 

Deciduous, leafy trees like poplar, birch and aspen are slower to ignite and spread, while coniferous trees like pine and spruce burn more quickly. 

The sap in evergreen trees is easy fuel for fast-moving wildfires, such as the one that is burning in Jasper National Park.

The trees grow closely together so the tightly packed needles make it easier for fire to jump from treetop to treetop. 

Jasper residents allowed to return home on Friday, visitors urged to keep their distance for now

One higher-risk area of Edmonton is in the northwest along Anthony Henday Drive, where evergreens are clustered, Teliske said. 

"They're like black spruce, they're really dense. There's a lot of trees that have died. So those are our higher-risk areas from a fuel standpoint." 

Structures and homes can also be high risk, especially on south-facing slopes along the banks and river valley, she said. 

To help reduce the fire risk, crews assess parts of the city and remove dry debris and dead wood when needed, she noted. 

"What we're most concerned about is the fine fuels. So like the smaller branches that become stacked and piled and aren't decomposing." 

Materials on the ground already decomposing retain moisture that helps prevent fuels from igniting, she added. 

Eyes on the trails

The river valley has more than 160 kilometres of paved trails and another 150 kilometres of informal trails, according to specialists. 

Shantel Koenig, a member of the Edmonton Mountain Bike Association and an ecologist with an Edmonton-based consulting firm, has been riding the trails for several years. 

She says the deciduous forest makes it more resistant to wildfires and the number of people on the trails helps keep an eye on things. But there can still be fires, especially in spring. 

"I would say one time a year that's quite dangerous and a lot of us have seen this riding. We come across brush fires or grass fires," Koenig told CBC News.

"In the spring it's extra dry — that's the time of year when we don't have trees on leaves and, and grown-up grass, lush grass."

Why Edmonton's urban park is naturally resilient to wildfire

Teliske said there's also rapid detection in the city compared to regions outside the urban setting. 

"The fires that start in the boreal forest, they can go for days without anyone seeing them," Teliske said. 

"Here, there's people everywhere. So the detection is going to be that much quicker. We also have faster response times from [Edmonton] Fire Rescue Services." 

Edmonton Fire Rescue Services tracks the total number of wildland and grass fires across the city. 

This year so far, crews responded to more than 532 fires while in 2023, they went to 752.

In an email to CBC News, fire and the city's operations departments said crews can use boats to help fight wildland urban fires along the river banks and in the river valley.

The boats are designed for water rescue emergencies but can be equipped with portable pumps, hoses and nozzles, which are stored at a fire station in Rossdale. 

Edward Struzik, the author of Firestorm: How Wildfire Will Shape Our Future , thinks the City of Edmonton could do more to fireproof the trails. 

"I walk through there twice a day with my dog and I marvel at just how much dead wood that there is down there and how much fuel there is on the ground."

Struzik has been writing about environmental and scientific issues for 30 years, and says the city could do more to improve access where it might be challenging. 

"We have a lot of houses like mine and my neighbour's that are within ember reach." 

Alberta bets on FireSmart to limit wildfire damage

The issue is on the minds of city councillors, including Ashley Salvador, who represents Ward Métis. 

"Seeing fires within the region, across the province, it has been incredibly alarming," Salvador said.

"Our smoke-filled summers are a constant reminder that we have to be prepared and ready for fires and especially within our communities and within the river valley where there is that heightened risk." 

In a memo to city council in February, fire services and city officials said they're working on a strategy tailored for each of Edmonton's 15 districts, as well as a plan for the entire city.

Council is set to get an update on Edmonton's readiness for fire at an emergency advisory committee meeting on Thursday.

ABOUT THE AUTHOR

Natasha Riebe landed at CBC News in Edmonton after radio, TV and print journalism gigs in Halifax, Seoul, Yellowknife and on Vancouver Island. Please send tips in confidence to [email protected].

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