OluKai believes that everybody, no matter where they are, can live Aloha. Live "hello"? No, not exactly. The word "Aloha" goes far beyond just a greeting. The true deeper meaning is love, peace and compassion. A life of Aloha is one when the heart is so full it is overflowing with the ability to influence others around you with your spirit.

Now you're educated about Hawaii's most popular word, but what about popular Hawaiian shoes for sailing?

Shoes might not be the first thing that comes to mind when you think about sailing gear, but good grip and comfortable feet can make life on deck or the dock better. Here's two pair of OluKai's I've been trying out lately that I recommend for boat use:

Holona ("Sailing, Traveling")

• Non-marking molded rubber outsole with "traction pods"
• Built for the water: quick drying and water-resistant
• 100% synthetic, 0% animal products

SFLF remarks: I love the low profile design but was initially concerned that this would mean they lacked the comfy, squishy footbed of other high-end sandals. Not so! These are still very comfortable under foot while feeling light. Wet traction is good, particularly for a flip-flop style sandal. While the materials are 100% synthetic, the look could fool you into thinking they're leather. Be aware that these run about 1/2 size small based on my experience.


Akahai("Modest")

• Full-grain leather (Canvas is also available but mine are leather)
• Non-marking rubber outsole w/ heavy gauge sidewall stitching
• Dual-density footbed

SFLF remarks: At first glance, these don't look like a boat shoe but the non-marking outsole, solid grip and slip-on style fit the bill. I particularly like that the heal leather can be worn up for a more secure fit or down for quick no hassle step-in performance. The stitching adds visual appeal, but is heavy-duty and feels like it will do its intended job for the long run. Arch support is very good and the upper fits snugly, perhaps a bit too snug if you don't like feeling a shoe wrapping your foot. I've worn mine with and without socks and they seem fine either way. As with the Holonas above, the Akahais run small compared to my normal shoe sizing.

I've always liked the OluKai brand. I guess the OluKai Makau fishhook logo cast from their marketing team snagged me before I even tried on one of their shoes. And their Hawaiian product names stir my desires to sail the trade winds and explore salt-soaked islands, but I can honestly say that their footwear is very high quality with styles that are outside of the norm.

Aloha for your feet!

>> Don't forget to visit SFLF's Gear Review page for more sailing gear reviews/tests. <<

Jacques may be right about all of us being in the same boat, but that no longer means we all carry the same kind of emergency distress signaling gear.  As I wrote a few years ago when Sirius Signal released their original A-1001 LED SOS distress light, conventional pyrotechnic flares have some serious competition for keeping boaters safe and complying with U.S. Coast Guard regulations.

But before we dive into the details, you might be wondering just what is an LED SOS distress light and which USCG regs are relevant.  An LED SOS distress light, often referred to as an electronic Visual Distress Signal Device (eVDSD) in the industry, is simply a battery operated light that flashes SOS in Morse code.  The U.S. Code of Federal Regulations Part 175.130 states that an electric distress light meeting the standards of 46 CFR 161.013 is acceptable for meeting the night only requirement for vessels 16 feet or more in length.  To make a long story short, the Sirius Signal C-1003 (and the A-1001) meets the standards and is acceptable. 46 CFR 161.013 specifies several light intensity, signal, and power source requirements, again all of which are met by the C-1003. Most notably, an eVDSD that emits light over an arc of the horizon of 360 degrees must have a peak equivalent fixed intensity of at least 75 candelas, which provides about 10 miles of visibility in certain conditions.  Notice above that I wrote the C-1003 is acceptable for night requirements.  To meet the day time requirement, Sirius Signal includes an orange signal flag meeting the standards of 46 CFR 160.72.  So as a package with the included signal flag, the C-1003 can be carried in place of traditional flares.


The new model (C-1003) of SOS distress light from Sirius Signal functions nearly the same as the original, but has some nice improvements. Most immediately noticeable is that the foam flotation ring has increased a bit in size to help the light float higher, thus increasing visibility.  Essentially, the whole unit is similar in form factor to a handheld flashlight and so the molded pattern on the handle has also been changed to provide improved grip, particularly in wet conditions I presume.

To turn on the distress light function, you simply twist the clear lens on top of the unit clockwise and the bright LED flashes the Morse code SOS signal continuously for ~60+ hours on a fresh set of C-cell batteries, which are included.  To turn off the light, twist the lens counterclockwise.  The lens is fully removable to replace batteries, but you'll need to make sure you don't twist counterclockwise too far when turning the light off otherwise the lens will back away from the two o-rings and compromise the waterproof housing.  It feels sturdy and the electronics seem well made.  While I'm no electronics expert, you can find the same opinion from someone who is - Ben Ellison from Panbo.  There are also two shockcord lanyards built into the handle for securing the light and/or keeping it on your wrist while in use.  Lastly, a signaling whistle is also included in the package.  So for less than $90 USD, you get the light, the batteries, the daytime distress flag, and the whistle.  For comparison sake, handheld flare kits run about $35 for a four pack while flare guns with included flares run $75+.  You'll get about 3 seasons out of the flares before they expire, which means if you're truly going to replace your flare kit with an eVDSD, you won't recoup your cost until about year 3 or so.


However, cost isn't and shouldn't be the only factor you consider when comparing traditional flares with an eVDSD like the C-1003.  Flares will usually be more visible than an eVDSD.  For example, many are rated at 700 (or much more) candelas as opposed to the 75 for the C-1003 and many are able to be launched several hundred feet into the air.  The smoke from daytime signal flares is also potentially visible at a longer range than a signal flag.  So what's the downside to traditional flares?  Well first is the expiration dates and replacement costs that I've already mentioned.  Second, burn times measure in minutes as opposed to hours of operation for eVDSD's.  And remember that word "pyrotechnic"?  Flares produce chemical reactions that give off immense heat and are a fire hazard as well as an environmental hazard.  Speaking of which, have you found anywhere that will accept expired flares?  The Sirius Signal C-1003 has advantages beyond cost and longevity too.  First and foremost for me is safety.  They don't pose a fire hazard in storage or while in use.  And on a related note, the C-1003 should be air travel friendly if you're flying to use a boat and want to make sure you've got safety signal gear covered.  And another bonus is that you can use the C-1003 as MOB marker by tossing at a MOB to help you return for recovery.


So what's the bottomline?  Well for me, I carry a Sirius Signal eVDSD as my primary nighttime distress signaling device and the signal flag for daytime use and enjoy not worrying about expired flares and purchasing new ones every few seasons.  I carry a set of extra C-cell batteries and check the charge in both sets seasonally.  We don't go offshore, but if I did frequently I might consider carrying a pack or two of the expired flares I have laying around my garage too.  As it is, I think the C-1003 is perfect for the way many boaters enjoy the water...an afternoon or weekend at a time.

Ready to purchase a Sirius Signal C-1003? Visit their website to get the full package for $89.95.

Want to see the C-1003 in action?  Watch the video below for SOS distress light operation in my basement:

Emerson sums up a life on the water so simply.  For those who enjoy being on the water living in the sunshine, swimming in the sea, and drinking in the wild air is all part of the experience.  Sailing obviously entails plenty of time in the sun, particularly if you like the climate and warmth in the little latitudes like I do.  So if you're going to float and be on the water for any length of time, you'd better have good protection from the sun's UV rays.  Enter the line of clothing from UV Skinz.

They have affordable and stylish clothes, or "Sunwear", that offer sun protection for the whole family.  But that's not entirely unique since many clothing brands offer swimshirts and UV protection.  What is unique is that UV Skinz focuses entirely on producing UPF50+ sunwear products.  I also appreciate their family focus and company foundation that didn't begin with just a push to make money.  UV Skinz's founder, Rhonda Sparks, lost her 32-year old husband to skin cancer and made it her life's mission to raise awareness about the disease.


My family and I each have an item of UV Skinz sunwear and have found the quality, fit, and feel to all be very nice.  I personally have a pullover hoodie that is lightweight and comfortable even in the sun.  Hoodies are my "go to" choice for comfort, but most that I have are heavy and hot and don't leave my closet once spring arrives.  The UV Skinz hoodie is perfect for keeping the sun off your skin but still allowing air flow and freedom of movement.  It can also serve as a swim shirt, though I haven't had it in the water yet myself. Erin went with a v-neck Maxi Dress, a modest choice for either a beachside cover-up or dinner out.  Note that it's made of 52 percent cotton, 43 percent bamboo and 5 percent elastane blend giving it a light, stretchy feel while still providing UPF 50+ sun protection.  The girls each went with something to match their own style and personality.  This meant Soleil chose the Sunny Swim Shirt, perfect for the girl with a solar name and a love for the beach and swimming.  Izzy has the Feats Over Faults Wrap Top and Hannah the Feats Over Faults Crop Top.  If you're looking for sunwear that's made right and from a company that cares, give UV Skinz a look.

Sailboat Design Innovations

Catalina 545's "dumbwaiter" lift as seen in YouTube screenshot.

The Amel 60's prop inspection port on the berth in the aft cabin. (Photo from a Yachting World YouTube video screen capture)

Here's a look at the davits extended on Jeanneau 54 from BoatTest.com

Screenshot from BoatTest.com's Youtube tour of the SO490

Sailboat Gear Innovations

Here's the handy little SiOnxy Aurora Sport.

Gotta love the Five O'Clock feature in the center of Davis' SnapTool

It's not the size of your brain, but rather how you choose to use it.  To put that quote in simple boat terms, not all boats of the same length are created the same.  Length on deck is one thing, but interior volume and clever design are another altogether.

It wasn't so long ago that deck saloon designs were almost exclusively reserved for large cruising boats and even when they weren't, the proportions often looked off on anything smaller than 45 feet in length.  But what's the appeal of a deck saloon anyway?  Probably the most obvious is a flood of natural light to the cabin because of the raised saloon wrapped in windows that provides 360 degrees of viewing pleasure. There's also a nice single level flow from the cockpit into the cabin (Moody calls this "living on one level") like you'd find on most cruising catamarans. The deck saloon structure itself provides nice protection in the cockpit from wind and spray as well as some shade overhead from the coach roof, but it's not like you'll need it since DS's also often include an inside helm station for piloting in snotty weather.  To my eyes and senses, today's deck saloons feel like a hybrid between a monohull and a catamaran.

Living large with just 31 feet

I've lived on both sides of this fence.  I was raised a powerboater and relished my time on the water with my family in everything from bowriders to express cruisers and flybridge motoryachts.  I always knew I'd own boats and spend a lot of my time aboard them, so when I became an adult with practically no budget, I had to improvise to get on the water.  Paying for fuel and maintenance on a powerboat wasn't in the cards or my meager budget.  Instead, I put an ad on Craigslist asking for a "free or nearly free" sailboat.  To my surprise, I had someone fairly closely contact me almost immediately.

There's nothing more expensive than a cheap boat, but I took my chances anyway and ended up with a 1972 Helms 25 swingkeel sloop that we named "Hannabel" after our first two daughters (Hannah and Isabel). She wasn't free, but the $400 asking price wasn't enough to keep me away.  I spent the first year repairing, rebuilding, and rigging that old boat in our backyard.  I sailed thousands of miles in my mind with Hannabel securely planted on her trailer and sinking into the weedy ground that was taking over our lawn.  It was the best $400 I've ever spent even before I wet the hull.  We spent the next couple of years learning to sail and cruising on Lake Michigan with our then small children and dog.  We eventually moved up to a 28-foot Irwin and then a Catalina 34 and went as far as Lake Huron's North Channel during a 1,000 mile adventure.  We've been to most of Lake Michigan's ports and count ourselves as competent sailors with over 12 years of experience earned through mistakes, calms, small craft advisories, and patience.  We've got plans tucked away in the recesses of our brains for cruising on a sailboat more extensively in the future (I put this statement here mostly as a measure of accountability for myself!).

The early days of living large and sailing slow on Hannabel.

But alas, kids become adolescents and near term priorities sometimes take precedent over long term goals.  We recently sold our Catalina 34 and have been enjoying our time between sailboats aboard a powerboat; a 37-foot sedan bridge to be more precise.  I know, I know.  I can hear the groans and voices saying  "I thought this was SailFarLiveFree.com and not MotorNearbySaveFuel.com", but in many ways it feels really good to come full circle and express my powerboat roots again.  In other ways, I still long for that special feeling that can only be had while being swept along the water under sail.  That's what this blog post is really about - the contrast between power and sail and the common bonds that they share.

Let's start with the contrast, since I think many people go there automatically anyway.  Speed is perhaps the biggest contrast between powerboats and sailboats.  Of course it's all about perspective and as a sailor at heart, I feel like chugging along at 10 knots in a powerboat actually feels fast, but I can tell you that my powerboating buddies don't really consider anything below 20 knots much more than just a leisurely pace.  This may be over simplifying and pigeon holing a bit too much, but I'll go as far as to say sailors often favor the journey while powerboaters are more interested in the destination.  I have to admit, there are times when I simply want to be in port and putting the throttle/s down to get there faster can be appealing.  However, most days I'm more than content to while away the hours just bobbing slowly towards port at 3-5 knots.

This is warp speed in a sailboat, but merely cruising speed on a powerboat.

Having said that time on the water and enjoying the journey are fundamental to sailing cruisers, I've got to mention some of things that sailors do to occupy their time during the journey.  First, there's weather.  Obviously doing a deeper dive into learning weather prediction, weather patterns, and understanding how it all effects your ability to move from point A to point B is more critical to being a good sailor.  Sure, powerboaters are cognizant of wave heights and perhaps ambient temperature, but beyond that it doesn't often matter a whole lot when you can get somewhere quickly.  For sailors, understanding how the wind will change in direction and intensity throughout the day is very helpful.  Learning currents can also make the difference between a slow passage and a fast passage.  Even dealing with tides is sometimes more important as a sailor, particularly if you're sailing a deep draft boat.  The big picture is that sailboats are more at the mercy of the weather, both because they depend on it for movement and because they're often exposed to it for lengthier periods of time.  A powerboat can outrun the weather or even move against the weather, but that's not the case with sailboats.

Another difference is the technical aspects required to sail.  I'm likely to offend someone by saying the necessities of operating a powerboat largely consist of turning the key and working the throttles.  Of course there's more to it than that, but sometimes it really is that simple.  Not so with a sailboat.  There's plenty of lines that need tending to make a sailboat move efficiently (think halyards, sheets, outhauls, topping lifts, vangs, etc.).  And then there's sail shape/trim, apparent wind, points of sail, sail selection, and a myriad of other factors.  Don't forget about the safety gear that is common on sailboats but rare on powerboats like harnesses, tethers, jacklines, MOB poles, and drogues.  While mastering all of these isn't necessary to sail, doing so is a lot of fun and is part of what makes sailors feel like they are a part of the boat.

Plenty of lines pictured here on Bearly-A-Wake's mainsail and mast.

Is range important to you?  Do you care how far you can travel without pulling into port to refuel and restock?  Sailboats can theoretically take you farther for less.  Yes, fuel consumption and costs are part of this equation and can be a factor for choosing sail over power, but beyond that, sailboats, when rigged properly and run by a competent crew, can literally cross oceans and roam the planet.  There are some powerboats that can do that too, but they are few and far between and are all very expensive to purchase and maintain.  The trade offs are often speed and budget.

Lifelong sailors reading this might be wondering what's the draw to a powerboat other than getting somewhere quickly, so I'll tell you.  One of my biggest gripes about sailboats is small cockpits.  I've got a wife, three kids, and two dogs that all want to be outside in the sun and fresh air, which a powerboat often accommodates more comfortably with seemingly acres of padded seats and open space protected by tall bulwarks.  My experiences owning both power and sailboats also tells me most powerboats handle better around docks and marinas.  The extra horsepower and twin engines on many powerboat cruisers offers better control and quicker response if you know how to use them.  Backing a sailboat with a ~20hp single inboard engine spinning a tiny two-blade prop positioned between a big rudder and an even bigger keel can be a challenge.  It's a whole different experience in a twin ~300+ hp engine powerboat with big 4-blade props and no keel to fight your efforts to turn.  

All that cockpit and exterior lounging space is sure nice on powerboats.

If you've been aboard both a powerboat and a sailboat, you know that each has a very distinct motion.  For the sake of this discussion, I'm primarily talking about sailboats as a displacement hull form and powerboats as a planing hull.  For me, the motion of a sailboat slicing through the waves while heeled over is unique and gratifying which is why it doesn't take long for my sea legs to arrive once I've stepped aboard.  Every time we have someone aboard who hasn't sailed before, one of the first things they mention is usually something about heeling and the general lack of bow slapping.  Often they say something like "Is it suppose to lean like that?" and "Are we going to tip over?"  There's still plenty of motion in a powerboat, but it's more predictable and as you might expect it to be.  There's also that speed thing again, so some of the movement in a powerboat can become jarring in certain conditions.     
I could probably continue on about the differences and contrasts between types of watercraft, but what I've actually come to realize is that as sailors and powerboaters, we all share some foundational traits.  We all love time spent on and near the water. We all have the freedom to explore watery parts of the world where many can't.  And we're all passionate about our boats to a degree that land folk sometimes can't understand. 

A discussion about keel types is always fun among a group of cruising sailors, particularly in a cockpit while sharing sundowners.  Everyone has a preference and most keel types have a unique forte. I'm not going to dig too deep into design and technical aspects of keels since Bob Perry already covered that thoroughly in the guest post he did for me awhile back (Keel Design According to Perry).  What I am going to do here is briefly talk about each of the keel types I'm aware of for cruising sailboats and hit on some pluses and minuses as well as provide an example or two of specific boats for each keel type.

But first, what does your keel say about you?

The full keel calmly and confidently says "I like the journey more than the destination and am in no hurry to get there".

"I feel the need for speed!" remarked the 10-foot fin keel with bravado.

"I can adapt to just about any situation and scenario." said the lifting keel in a sophisticated tone.

The elusive twin keel comments that "I'm perfectly content to wait out this low tide right her on the mud flat".

Full keel (and modified full keels):There was a day when full keels were the bread and butter of a good bluewater cruiser.  A full keel can provide good tracking and decent downwind performance for milk run cruising.  They also provide protection for the propeller and rudder and may be less prone to a catastrophic event like an open ocean keel separation due to a collision with an object floating just beneath the surface (think an errant shipping container).  I'm also a fan of encapsulated ballast, which is more common a full keel boats.  However, these designs tend to be found on heavy boats which can exhibit a hobby-horsing motion in certain seas.  While some salty cruisers will argue about the speed of a full keel boat until they are blue in the face, most would argue that many of today's other keel options will out perform a full keel on just about every point of sail. 

Pros: Good downwind performance and tracking. Rudder and prop protection.
Cons: Tend to be slower and have a lot of wetted area/drag. Often don't point well. Difficult to back-up under power.
Examples:Westsail 32, Baba 30

I'm not sure the make of this full keeler, but I spotted it a few years back in Sturgeon Bay on Lake Michigan.

Fin Keel (and variants like bulb keels and wing keels):Fin keels are far and away the most common keel type on today's modern cruising sailboats.  I suspect this is because they generally offer good sailing performance and can be had in enough variations to fit many needs.  Maybe there's also a cost and/or production factor in there too?  In any case, fin keels tend to have good sailing performance to windward and can even make for a sporty ride, hence many racing boats use a type of fin keel (often a modified bulb or T-bulb).  Some fin keels are deep and narrow and offer very little drag.  Of course the trade off here is draft.  Deeper fin keels can offer greater performance, stability and in some cases better tracking, but you'll need to mind your depth finder and charts and may be very limited in shallow cruising grounds like the Bahamas.  Shoal draft fin keels and wing keels are compromises that attempts to offer some of the standard fin keel performance while reducing draft.

Checked your keel bolts lately?

There are also a variety of fin keel variants such as bulb keels, T-keels, and wing keels.  Bulbs put ballast low at the bottom of the keel for better balance and righting.  Wing keels are often seen in shoal draft versions of deeper draft fin keel boats.  The wing-shape keel allows for a shallow draft and more ballast in the keel while also sometimes providing additional lift from the keel wings.  While I know catastrophic keel bolt failures are rare, keel bolt maintenance and inspections are something important to keep current.  There are also a few fin keel designs that have encapsulated ballast and thus no keel bolts - the S2 11.0 comes time mind, but these designs are the exception.

Pros: The most effective keel for driving a boat to weather with minimal drag off the wind. Wide variety of types for many needs.
Cons: Vulnerable to groundings. Rudder/prop is unprotected. Some deep draft versions limit sailing locations. Keel bolts require inspection/maintenance.
Examples: Hylas 44, Pacific Seacraft 37

Lifting Keel: I've always found lifting keels on cruising boats interesting, probably because they're basically like a large mechanically operated centerboard that many people used when learning to sail on dinghies such as a Sunfish.  The advantages of a lifting keel are many, not the least of which is being able to greatly reduce both draft and drag by retracting the keel up into the hull.  Reducing draft has the obvious benefit of increased access to shallow gunkholes and harbors, but less obvious is the benefit of raising the keel when sailing downwind to reduce drag and increase speed.  I have some personal experience with both benefits having owned (My first boat!) a Helms 25 swing keel.  I could literally feel the boat accelerate downwind when I cranked the keel up.  Additionally, the boat's balance and center of resistance can be adjusted through the movement of keel.

The Southerly 49 draws less than 3 feet with the keel up and can sit down on a beach. With the keel down, she draws more than most 4 footers (10 feet!) and sails very well. Photos is courtesy of Paul and Sheryl Shard at Distant Shores.

One really cool aspect allowed by some lifting keel designs is the ability to beach the boat or let it dry out during a low tide with the keel retracted.  If you aren't familiar with this, check out the video Distant Shores did recently about beaching their Southerly 480 overnight in the Bahamas.  So what's the downside of a lifting keel?  The first thing that comes to mind for me is the added mechanical gear needed to raise the keel, such as a manual winch or a hydraulic pump.  Both of those require maintenance and could fail at in inopportune time...like the middle of the Pacific.  Another downside that I see, and this may just be me overthinking things, is the relatively large hole/s in the bottom of the hull need for the lifting gear and/or pivot bolt.  The less holes in the hull the better I feel.

Pros: Ability to adjust drag, draft, balance, etc.  Ability to beach the boat.
Cons: Additional mechanical gear to maintain.
Examples: Alubat Ovni 455, Southerly 42RST

Bilge/Twin Keel: This is the keel type I know the least about and have zero experience with, so bear with me.  According to YachtingMonthly, "There have been many design variations that come broadly under the term bilge keels. Strictly speaking, bilge keels are in addition to a long central keel, fitted near the bilge, where the hull turns from the bottom to the side of the boat.  Traditionally, these were non-structural, shallow and long, largely intended to reduce rolling. Twin keels, in contrast, replace the central keel entirely and the boat is structurally adapted to make these the main ballast-bearing hull appendages."

The Sirius 35DS sitting pretty at low tide.

While twin keel designs have never really been popular here in the U.S., French and British sailors and builders still find them appealing.  The main appeal is clearly the ability to let the boat stand on it's keels and dry out in areas with a large tidal range.  This can be advantageous for underside inspections and working on props, anodes, bottom paint, cleaning the hull, etc.  However, my common sense tells me twin keelers trade speed and windward ability for this privilege.  Research says this might not always be the case.  In November 2015 Sailing Magazine tested the Sirius 40 DS in the fixed keel version (5.6') and the twin keel version (4.75'). The verdict? “Despite the extra weight and only 1.45m draft, we could not find any difference in the sailing performance and the height in the wind compared to the well-sailing fixed keel version”.

Another consideration for would-be twin keel sailors is the rudder configuration.  Some twin keel sailboats have a single rudder on centerline that is left exposed to potentially hazardous flotsam and jetsam.  Others have twin rudders inline with the keels that would seem to be a bit more protected.

Pros: Can dry out during low tide for easy maintenance and inspections.  Generally have a shallow draft that's good for gunkholing.
Cons: May exhibit rolling motion.  Slower and with less windward sailing ability than other designs.
Examples: Sirius 32DS, Westerly Centaur

So what does it all mean?  It means we as cruising sailors have a ton of considerations when thinking about our ideal keel.  Are gunkholing and easy, affordable maintenance a priority for you?  Perhaps consider a twin keel.  Do you want the best performance possible and the most miles-per-day on passage?  Better look for a modern deep fin keel.  Favor a thick, heavy hull with no worries about keel bolts or how quickly you move from place to place?  A full keel double-ender might be your ticket.  No matter your choice, someone in the yard is likely to strike up a conversation about your keel during haulout.

Have a keel preference or experience you'd like to share?  Write it in the comments below or share it with me via email.

I like simple, clean design.  Cluttering something up with impractical features, trendy style elements, or technology for technology's sake usually isn't my way. So when I first saw a pair of Floafers show up in my Instagram feed (@sailfarlivefree), I thought to myself "Now there's a simple shoe that might just be perfect onboard the boat."  I also have to admit "Floafer" has a certain ring to it and is fun to say.  A floating loafer seems like a natural fit for a boating shoe.


Floafers says their brand brings fashion full circle by reincarnating functional footwear combined with modern day classic designs like the driving loafer. Created for the fashion savvy, outdoor loving, recreational consumer it was designed to fill a void created by the lack of enthusiasm for the outdated EVA market.  So basically, they seem to be aiming for a more stylish alternative to the original Crocs.

I've got a pair of their Country Club Driver in Asphalt Flame Orange that I've been wearing almost exclusively this week and have found them to be super comfortable.  The fit is slim, which is great for me, but might be tight in the forefoot and toes if you prefer wide shoes.  I also really appreciate the lightweight feel and ease of slipping them on, a "must have" in my list of boat shoes attributes.  Other boating friendly features include a non-marking sole, good ventilation, quick dry times, waterproof materials, and plenty of drain holes.  And oh yeah, they float!


If a floating foam loafer doesn't make enough of a statement for you while walking the dock, check out the Flamingo or Pineapple patterns available from Floafer.

>> Don't forget to visit SFLF's Gear Review page for more sailing gear reviews/tests. <<

I've never meet Brandon Keepers in person, but I feel like we've got a connection and share a fair amount in common.  We've both lived in West Michigan.  We both learned to sail and cruise on Lake Michigan.  We both have a passion for cruising sailboats and helping others connect with their cruising dreams by sharing information online.

Brandon and his wife Dustyn are full-time cruisers who are currently exploring the Bahamas.  Brandon, along with his friend Andrew, also started a really useful website (Sailboat.Guide) for cruising sailors looking for a boat and those who are hoping to become cruising sailors.  I find both of those activities of interest since I have my own cruising plans tucked away somewhere in the recesses of my brain and I've been working for over a decade now creating SailFarLiveFree.com and SailFarYachts.com as useful resources for sailors.  I'm also interested to hear what it's like to be cruising right now (May 2020) during the Coronavirus pandemic.  And so, after exchanging a few emails and sharing a phone conversation, Brandon agreed to participate in the interview below in an effort to pass along some cruising experience and motivation.

SFLF: Tell me a little about your background and how you got into sailing and cruising?

Brandon: We both remember our first time on a friend’s sailboat: the engine cut off, and the wind and the waves were the only sound we could hear. Ten years would pass before we found our way into sailing ourselves and were able to feel that again.

In 2016, we sold our house in West Michigan and most of our possessions in preparation for moving to the Chicago area for my wife Dustyn to go to grad school. We knew that we wanted to travel after she finished course work. We imagined an RV road trip around the US, or AirBnBs in exotic destinations, or even backpacking across Europe, but living on a sailboat never occurred us. As we were soaking in the views in Traverse City, MI during one last weekend up north before we moved, I remember seeing a (in retrospect, very small) sailboat for sale. “A sailboat is only $5,000?. We should buy a sailboat!”, I thought and apparently said out loud. Dustyn assumed I meant “…someday”. We didn’t know how to sail, and had only been on that one sailboat. “Maybe we should learn to sail first?” she said, logically.

Sans sailboat and most of our possessions, we moved into an apartment in the Chicago area and fell into the bustle of daily life in the burbs. A year passed, and we were growing tired of the concrete jungle of the city. The nearest pure nature was a 45 minute drive away. We talked more seriously about our plans after we left Chicago and started exploring options. We took a few weekend camping trips, but just couldn’t imagine ourselves living in campgrounds.

Remembering our conversation about buying a sailboat, we found 3rd Coast Cruising, a sailing club in down town Chicago that offers the best view of the skyline and the opportunity to learn to sail. We signed up for a trial run, and immediately were reminded of that moment when the engine cuts off and all you hear is the wind and waves. We were hooked. We joined the club and went sailing almost every night after work, and twice a day on weekends. We learned from others in the club, and taught each other. Sailing with the convivial captain Jim Miranda, who ran the club, was a special treat that promised new learning opportunities often in extreme conditions, usually accompanied by badges like “Gale Chaser” or promotions to “Second Mate” status in the club.

Sailing in 35+ knot winds with 3rd Coast Cruising in Chicago

The sailing season came to a close and we helped move the sailboats down the Chicago river in November for offseason storage, but we couldn’t stop obsessing,  Evenings after work were spent watching sailors on YouTube, reading books about sailing, and studying for certification courses online. We spent Saturdays with 3rd Coast Cruising in the boat yard learning how to grind out and repair fiberglass. We did a weeklong intensive in the Gulf of Mexico with a captain over the holidays. By mid-winter we were boat shopping, and before spring had sprung we owned a sailboat.

SFLF: Where have you cruised from and to so far? What have been your favorite locations and stretches of the journey?

Brandon: Our first season we lived aboard and cruised around Lake Michigan. From Chicago, we went up the coast of Wisconsin to Door County, then across Lake Michigan to the Sleeping Bear Dunes area and spent time in Grand Traverse Bay and Beaver Island. The season was getting late, so we headed south to West Michigan, and eventually back across the lake to the Chicago area for winter. We loved our first season cruising Lake Michigan, and learned two things: 1) We wanted to see more of the Great Lakes, and 2) we didn’t want to stop cruising for the winter, which meant heading to the East Coast and turning south.

So the next season, we took the first weather window in June 2019, and crossed still-frigid Lake Michigan from the Chicago area to Saugatuck, MI. We spent the next few months working our way up the coast of Michigan, through the Straights of Mackinac, into the North Channel and around the northern shore of Georgian Bay. From there we entered the Trent/Severn Waterway in Ontario, crossed Lake Ontario to Oswego, where we entered the Erie Canal and headed down the Hudson River past the statue of liberty in New York harbor and into the Atlantic Ocean.

We sailed up the Delaware River and into the Chesapeake Bay, and then made our way down the coast. We did occasional stints in the Intracoastal Waterway or, when the weather was cooperating, took 1-2 day passages offshore until we reached Florida. We crossed into the Bahamas after the new year in 2020, and have spent the last several months exploring the Berry Islands, Eleuthera, the Exumas, and now the Ragged/Jumentos Islands.

We’ve seen some amazing places, so it’s hard to pick favorites. The Great Lakes will always have a special place in our hearts. We love the Michigan shore and all the towns around it. We often tell non-Great Lakes sailors about the North Channel of Lake Huron and it’s abundance of beautiful, secluded coves and anchorages. It is one of the most surreal places we’ve ever been. Even in the crystal clear Bahamian water we occasionally miss diving into the cool fresh water of the Great Lakes! If your draft allows it, the Trent/Severn Waterway is a fascinating way to explore the lakes and towns of Ontario and see a bit of history through its 43 well-preserved locks and lifts run by the Canada Parks service.

Long Point Cove in the North Channel of Lake Huron

The Hudson River was a pleasant surprise. After exiting the Erie Canal and making the turn south down the Hudson, we re-stepped the mast and were eager to sail. “You can’t really sail the Hudson River” was a common refrain we heard from other sailors, but we sailed almost all of the roughly 150 nautical miles from Albany to New York City, only running the motor a few times to make it around a bend that put us straight into wind, or to ensure we had maneuverability while a large ship passed. The incredible views of the Hudson River valley—the cool morning mist, West Point on a warm and sunny fall day, the sunrise that lit up the The Palisades on one side of us and the distance view of New York City on the other—made this stretch one of our favorites.

The more remote and less crowded islands in the Bahamas—like the Berry Islands and the Jumentos/Ragged Islands—have been our favorite. They require you to be self-sufficient on your boat to be in these places, but the trade off is exploring the natural beauty that isn’t so commercially hyped, and occasionally having an anchorage or a whole deserted island to yourself.


SFLF: What's the endgame for you concerning cruising? Do you plan to cruise indefinitely or is there a destination or date you're going for?

Brandon: We intend to cruise “as long as it’s fun”. We don’t really have plans, but we have some aspirations. Before we left on this adventure, we chartered in Grenada and loved it. So when we cast off from Chicago, we hoped to sail our own boat from Chicago to Grenada, taking our time to explore all the incredible places in between.

With travel restrictions during the pandemic, it looks like we won’t make it there this year, but we are taking it a day at a time. We will likely have to come back to the US for the summer—and hopefully explore more of the Chesapeake and maybe head up the NE coast to Maine—and then probably cruise toward Grenada next year.

Beyond that, we don’t know.

SFLF: So what's it like being on a cruising boat during the Covid-19 outbreak? Do you feel safer or more at risk on your sailboat?

Brandon: It is bizarre and incredible.

In some ways, the pandemic hasn’t changed anything about our day-to-day life. We’ve spent the last two years learning to be self-sufficient, outfitting the boat with essentials like solar and a water maker, learning how to deal with emergency situations, and stockpiling months worth of food. Basically, being a cruiser is a socially acceptable form of being a “prepper”.

We are hunkered down in the Ragged/Jumentos Islands, Bahamas. These remote islands are uninhabited, with the exception of Duncan Town, a settlement with 15 people in the southernmost island. There are no grocery stores around, but we have been able to to get provisions and fuel delivered from Nassau via the mailboat that brings supplies to Duncan Town. While we are well-stocked on the necessities, we are out of a few luxury items like alcohol (liquor stores are considered “non-essential” during the current government shutdown in the Bahamas) and fresh goods that don’t travel well on the boat.

We are so secluded that we feel very safe. Our only interactions are with a group of boats that have all been here since the pandemic started, so we are able to forgo most of the physical distancing protocol that the rest of the world is observing. By sharing skills and supplies, we’ve been able to drastically increase our self-sufficiency: spearfishing to supplement our meat supply, trading essential provisions like water, bread yeast, and toothpaste, fixing critical equipment like a refrigerator and a computer, making moonshine to replenish the depleted alcohol supply, growing fresh herbs, loaning tools and parts, and giving haircuts. We’ve had our share of fun too: constructing a makeshift “yacht club” out of bamboo and tarps, group workouts/relay races, cooking meals over a fire, kite boarding, and just general shenanigans around a fire pit.

Distilling moonshine over a fire on a remote island in the Bahamas.

While our day-to-day life hasn’t changed that much, our thoughts are occupied by people back home, many whose lives have been drastically altered. These are strange times for all of us, but we feel so fortunate to be “stranded” with some great people in such a beautiful place.

SFLF: How are you finding your cruise?

Brandon: It has been amazing. We spent the last year exploring some of the most beautiful places we’ve ever seen. We skipped winter and freezing temperatures for the first time in our lives. The hustle and bustle of our former life is gone, which means we wake up each day and decide what we want to do that day. If it doesn’t get done, there’s always tomorrow. Of course, in this life we are constantly watching the weather and monitoring the boat’s systems, so it’s not all cocktails and sunsets, but there’s plenty of that too.

While our quality of life has been great, our hearts are also heavy as every place we visit we witness the challenges of local people to sustain their way of life, and the impact that we all are having on these beautiful places. We’ve seen so many towns that never recovered from boom and bust of past unsustainable industries, and many more that feel like the world just left them behind. We’ve seen reefs and oceans ravaged by pollution and over fishing, and heard the laments of the communities whose generational livelihoods are disappearing along with the fish.

Trash that has washed ashore at Man o’ War Cay in the Jumentos Islands

As we grow into this more self-sufficient and laidback lifestyle, we are often aware of our own impact on the world around us, our dependence on others, and just how privileged we are to be able to live this life. We try not to take it for granted.

SFLF: Tell me about Sailboat.guide and how it started.

Brandon: Sailboat Guide is a website to help you discover your dream boat. It was started by my friend Andrew Bredow and I in 2019 with the goal of bringing a more modern resource to the sailing community. We both have spent our whole careers so far working in tech, and we were looking for a way to combine our passion for sailing and software.

For me personally, Sailboat Guide started when we decided to go cruising. “Living on a boat rewires your brain, and when you come back, nobody will understand.” These words of caution from Captain Jim Miranda at 3rd Coast Cruising as we were preparing to spend our summer sailing around Lake Michigan proved to be prophetic. I worked for a Silicon Valley tech company, and was able to work while we cruised during that first season. But when we came back to land for the winter, I found myself less and less interested in holding my nose to the grindstone. I submitted my resignation and began readying the boat for our cruise south the next season. Andrew and I began exploring the market to find something at the intersection of sailing and software that was interesting and had potential to be sustainable.

Through our own experience, attending sailboat shows, and talking with fellow sailors, we feel like we’ve narrowed in on an audience that is underserved and growing: people buying inexpensive used sailboats and fixing them up. While new boat sales ebb and flow, there is always a plethora of used boats available for a reasonable price to anyone willing to strap on a dust mask and learn new skills. The previous generation of sailors have taught us how to “go small, go simple, go now”, and the YouTube sailing channel craze has made it feel attainable for any age and skill level.

We are building Sailboat Guide to help aspiring sailors find the right sailboat that suits their current aspirations, whether it’s day sailing, weekend cruises, summer getaways, or living aboard full-time. When they’re ready to say goodbye to their boat, Sailboat Guide can help them sell it. Over time, we also intend to make the process of buying and maintaining a boat more accessible, providing resources to help with the selling process, and guides for fixing and improving the boat.

If you’re interested, follow Sailboat Guide on Instagram or Facebook.

SFLF: What's your favorite thing about cruising? Least favorite?

Brandon: It’s impossible to describe the feeling of independence and freedom that we feel. We have enough provisions to last weeks/months, we make electricity from the sun, we make drinking water from the ocean, and we can move our home to a different beautiful spot whenever we want. It’s been months since we’ve seen a sign that said “no alcohol on the beach” or “dogs must be on a leash”. I don’t remember the last time I wore real shoes. These are freedoms that many people gladly trade for guaranteed comfort and security.

While our life on the boat is much simpler than it was on land, it’s also a lot of work. We wash our clothes by hand in a cooler. The harsh marine environment means something on the boat is always in need of maintenance. Getting mail and packages delivered is impractical and often impossible. Some days, you feel like giving it all up in exchange for ordering pizza delivery or going out for a hamburger and beer.

SFLF: What's something you wish someone told you prior to starting your cruise?

Brandon: “You don’t need to hurry. Take your time!”

We are all used to planning our lives days, weeks, or even months in advance. But it doesn’t work that way on a sailboat.

When we left, we had a plan for where we roughly needed to be each month in order to get far enough south for winter. Lake Huron by July, Trent/Severn by August, New York by September, Chesapeake by October, North Carolina by November, South Carolina by December, Florida by January. We roughly mapped out the miles and figured out that we needed to average 140 miles/week to achieve it. Self-induced stress of sticking to this timeline was the hardest part of the trip. When we got to North Carolina, we hauled out to do some boat work. After a few delays, and stress from the delays, we finally allowed ourselves to let go of the schedule and live in the moment.

SFLF: What's your favorite piece of cruising gear that you'd recommend for others?

Brandon: We took electricity and drinking water for granted when we were living on land, but on the boat in remote places, we have to make our own. So we couldn’t live without our solar panels and a water maker. We occasionally exclaim to each other: “We are making drinking water from the ocean and the power of the sun!”

We have two large solar panels (from solar-electric.com) that provide up to 630 watts of power, which is more than enough to keep our batteries topped up, run our refrigerator, charge our electric dingy motor, phones, and computers, and run the handful of other appliances and electronics that we use day-to-day. Most importantly, our solar panels allow us to run our water maker (Spectra Catalina 340z), which runs on our 12v DC electrical system and produces 14 gallons per hour of fresh drinking water from salt water.

SFLF: Is there anything you wish I would have asked?

Brandon: I’ve probably written more than you wanted for now, but if your readers would be interested in any of these topics, I’d be happy to answer any of them:

What piece of cruising gear do you wish you had? (Or: What’s your next upgrade?)

What’s it like cruising with a 65 pound dog?

Do you have guests on board? How does that work out?

What boat do you have? What do you love about it?

SFLF: Thanks so much for sharing some of your experiences.  If anyone reading wants more information, please leave a comment below or send an email and we'll make sure Brandon sees it.

If you like this interview format, check out some of the other interviews we've done here on SFLF:

• Sailboat Designer Mini-Interview Series with the following: German Frers, Ron Holland, Chuck Paine, Bob Johnson, Bill Dixon, and Bob Perry
• An Artist of Words, Wind, and Women - Webb Chiles Interview
• A Backstage Pass to the Sailing Podcast with David Johnson
• An Interview with Andy Schell from 59-North
• A Circumnavigation with Two Girls and a Tree Named Makeba

"From a small seed a mighty trunk may grow." - Aeschylus

Have you seen the seed of a redwood tree?  The Aeschylus quote above embodies what many of us know in our minds but still sometimes find hard to believe with our eyes.  It was that way when I first heard about Andrew Bedwell's next big adventure and laid eyes upon his tiny sailboat.  There are plenty of sailors who have crossed the Atlantic Ocean in a wide variety of vessels, but none who have done so aboard a sailing vessel so diminutive as Bedwell's ironically named "Big C".  Ready for the specs?  Big C is just 39 inches long!  This is a boat that even my 10-year old daughter would find cramped, and yet Andrew Bedwell intends on sailing it from St. Johns, Newfoundland to Cornwall, England in May of 2023, and by so doing breaking the world record for the smallest vessel to sail across the Atlantic.  

The ~1,900 mile record is currently held by American sailor Hugo Vihlen who completed the Atlantic crossing in a comparatively lengthy 5'4" sailing vessel during 1993.  Vihlen's voyage took 115 days to complete.  Bedwell hopes to complete it in 60 days but is provisioning Big C for 90 days if need be.  Most everything is to be stored in watertight compartments both on the interior and exterior of the tiny vessel.  

You might be wondering about the "Big C" name.  It's in honor of Andrew Bedwell's friend Tom McNally, who also has held a trans-Atlantic record.  McNally died of cancer in 2017 and Bedwell is using "Big C" as both a play on words ("Big Sea") and as an effort to raise money for cancer research.  

I recently interviewed Andrew Bedwell about his upcoming voyage and record breaking attempt.  I am pleased to share some of the interview here on SailFarLiveFree.  A big "thanks" goes to Andrew for taking the time to share his thoughts.  And may something mighty grow from the small seed that he's planting while sailing Big C.  

SFLF: What's your sailing background and how has it prepared you for the Atlantic crossing on Big C?

Andrew: I sail solo most of the time and have done so since I started yacht sailing, and have had many vessels through the years. The biggest challenges so far have been a solo sail from the UK around Iceland, up into the Arctic, all in a 21ft prototype mini transat sailing boat.  That was basically a bare carbon interior, with no creature comforts at all, but at least that had a bucket to go to toilet in. 'Big C' being so small hasn't even got a bucket!

SFLF: I often hear people who are considering a major sailing voyage repeat Lin and Larry Pardey’s advice of “go simple, go small, go now”.  Your Big C boat seems to be the epitome of those words.  What do you think about that advice?

Andrew: I've read that many times, and agree, that started me pushing my boundaries and I've just gone on to push them further and further. Big C is as you say the epitome of 'go simple, go small"!  A lot of sailors always want to go larger and larger with more creature comforts.  I've had a 30ft trimaran, but it just had too many creature comforts for me (cushions, sinks, toilets and proper berths aren't for me!).  I 100% like the simple ways of living.

SFLF: What design features and equipment make Big C the right boat for this challenge?

Andrew: Firstly and mainly 'Big C' was designed and the construction started by Tom McNally who held the world record for the exact same route back in 1993.  His design and construction was fairly similar to his last vessel, but this one was made even stronger. The A-fame mast works exceptionally well as it's so strong, but also everything else is triangulated which helps makes the rig as strong as it can be. The biggest thing is the minimal space, as I've been needing to make everything as small and strong as possible, and with many things having multiple uses.

Here's the very interesting "hull" and keel design of Big C

SFLF: Similarly, what is it about your own personality and character that makes you able to attempt such a feat?

Andrew: It's the limit of space for both me and the food that makes the challenge so hard. Being put into such a small area for a possible 90 odd days is a huge mental challenge, but I'm exceptionally strong mentally and can take that.  I will be taking an e-reader so that I can at least read, but that's it. However, I just love being at sea and find that the ever changing conditions absorb my mind and allows me to relax and stay calm.

Did someone say "limited space"?

SFLF: What do you foresee as the biggest challenge of this journey (weather, space, solitude, etc.)?

Andrew: In addition to what I've already noted, the weather.  And that's why we've chosen  mid-May to leave as the weather and gulf streams are in our favor.

SFLF: What advice would you give to others contemplating an epic adventure?

Andrew: Go fo it!  Life is short and you need to fill it with as many adventures as you can. Just don't try to break this record !!

SFLF: Thanks Andrew, and as always, fair winds and calm seas!

If you're looking for an adventure to follow next summer, I encourage you to follow Andrew's progress on his Face page at Big C Atlantic Challenge.  Similarly, you can support Andrew's journey via his GoFundMe campaign. 

Like this post? Consider checking out the interview I did with another sailor doing big things on small boats in this post:

An Artist of Words, Wind, and Women (SFLF interviews Webb Chiles before his 6th circumnavigation)

Having backup electrical power is a necessity for my peace of mind while on the water.  A large housebank of batteries, solar panels, and wind generators are all potential solutions, but perhaps the easiest and one of the most cost effective alternatives are lithium ion portable power stations such as the Jackery Explorer 300.  Charging phones, powering fans, and even running my onboard hardwired battery charger are all common uses for our little Jackery.

The thing that makes the Jackery Explorer more than just a large capacity (293Wh) lithium ion battery pack and really useful away from shorepower is the built-in sine wave inverter with two 300W (500W peak/surge) AC outlets. Running a fan at night or just topping off the housebank without starting the gasoline powered generator are nice options.  There's also a 60W USB-C input/output port, 2 USB-A output ports, and a 12V car outlet.  I've found that charging the Jackery 300 with a wall outlet is fairly quick and in line with what Jackery lists in their specs (~3.5 hours for 0-80%).  Even faster charging is available through the wall outlet and the USB-C input, but I don't have the cable for that method so I've never tested Jackery's 2 hour (0-80%) charge time claim.  Yet another charging method is to use a solar panel, but Jackery's proprietary input port for charging means you need to purchase a solar panel from Jackery.  I've seen a few people who have found the matching proprietary male plug end on Amazon and spliced it to their solar panel output cable, but I haven't tried that yet either.  

If you need to run AC electronics requiring more than 300W of power, Jackery has plenty of larger portable power stations, but I find that the Explorer 300 is a nice compact size that does what I need it to do on the boat and also serves as a perfect little power companion in the offseason for running a crockpot and television at fall tailgates.  For less than $300 you're getting a well-made, versatile power supply and inverter that doesn't require any installation or even much thought for running your electronics off the grid.  

Pros: Lots of output ports including 2 AC outlets. Compact size/weight.  Built tough.

Cons: Proprietary input port makes using existing non-Jackery solar panels for charging difficult.

Bottom Line: If you don't have an inverter onboard or simply want another source of reliable electricity for charging and running low power equipment, the Jackery Explorer 300 is a nice choice.

Technical Specs
Weight: 7.1 lbs (3.2 kg)
Dimensions: 9.1 x 5.2 x 7.8 in (23 x 13.3 x 19.9 cm)
Power capacity: 293Wh (14.4V, 20.4Ah)
Charge time: 3.5 - 4.5 hours with AC wall adapter
Lifecycles: 500 cycles to 80% capacity (24 mo. warranty)
Price <$300