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Double enders according to perry (guest post by bob perry).

double ended sailboat

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I drove by Oceanus almost daily in a local yard. A very unique and beautiful boat. Unfortunately I was witness to her destruction by an excavator. The owner could not afford the insurance, yard fees, let alone the restoration. One of the most depressing sights I have ever witnessed.

Hi Bob, Loved the directness of your comments. Great to have you "de-mythologize" the double ender while making a point that I think is really important. Aesthetics matter: you own your boat to make you happy - and having the "prettiest fanny in the anchorage", the boldest bow or most elegant sheer or whatever turns your crank may just win out over the apparent logic of some other design choice. All the best from sailboat Wabi.

Well you have a point squatting at the stern slower etc etc. The way I see it the problem is getting the water flow to cleanly cleave off the stern not sucking the boat back or clinging on and climbing up the stern causing drag. My plans are doomed or are they. I remember seeing a valiant in a yachting magazine back in the day probably 1973 and thinking oh my God that is gorgeous one day I will have a boat like that. To find out that double enders are no good or in some way deficient is like discovering Santa (Saint Nicolas)isn't real. After seeing that boat I developed a disliking for transoms I don't like the way the lines of a boat flow beutifully and come that snap finnish. Here is my defence of a rounded stern: pionted structures whatever they are create stress pionts curved structures dissipate stresses eg. an egg. one good point. A lot of these boats are heavy full keel designs deep boats make deep waves, big drag but they don't have to be deep full keel jobs, if the stern runs flatter on the bottom I believe the water flow will cleave away better and the boat will be faster eg surfboards. I would also take issue with the idead that a boat should be pointy a the bow mayby and mayby not (complaints about V berths being small). I can't find the videos but have seen a skutsji being towed at 22 knotts, level and bolt upright in the water and I have also seen a tjalk being sailed at 11 knotts these things are fast. So what is my solution yet again the lemateraak.

Thanks for article. I'm no expert but canoe butts were built long ago when wood was fashioned; enabling strength of joins. I'm about to buy a canoe stern cruising yacht, for many reasons I'm going for a slower old girl design although she's of modern build. 1. We used to race Dragons and although the same weight, length and sail area of Etchell; Dragons loved the horsepower. Our last race was a rough one. Committee 40' power launch was with fear of capsize so start finish was routed to harbour Lee water. She was rough. Although we were juniors, we asked slip master if race cancellation suggestion was because of us and our open top sinkers if swamped but we're told race committee was with more concern regarding welfare of Etchell fleet, they'd be struggling. We didn't finish race. Only race we didn't finish. Collision at sea took out our shroud yet we launched without pop and hiked in on screaming reach with all colours. In a mad hurry because collision had paralyzed my forehand; lost muscle usage for 28 hrs. People that say long keelers don't plane don't understand high rythym and reflex. They plane gorgeously, just a bit loose and ready to spin like a ballerina. Without wide aft we have gone from balancing on a spear to balance upon a ball and turn can be substituted by yaw pitch. Ironic is sailing. Other choices of vessels included nice faster vessels with more volume aft. Eg 2 extra cabins and lots of extra space. Yet to stow brings slow whilst with older style of less volume, extra weight is loved as ballast. Some of my more or less experienced friends have never balanced an old bird, some have but went back to modern skiffing yachts. Way I see it is 100+ years ago there were no rescue boats, if you were caught out you battled for knots until blow had blown over or you rode something built for offshore and danced with a smile. We cruised a vertical tapered keel with spade for years. Almost outrun a 4 day 70 knot blow, were exhausted during 3 hours of ol' ship anyone spotted entrance yet. Yet with 1950s race boat, always full sail area. 2 mast positions; high and low. High during light wind, low during moderate, high again above 20knots because unlike modern designs, older designs usually have ability to discard excess horsepower and when she's blowing there's plenty of excess discard ratio to balance vessel with. Wider arts however want horsepower which is why they're are usually a lot faster but forcing horsepower is great during lesser conditions for lessons of less ons. Mother nature well above our strengths.. nice to feel our way sometimes.

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Advantages/disadvantages of double ended hull?

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Double ended and canoe hulls look very classic, but odd to me. What are the functional or performance advantages and disadvantages compared to a flat or reverse transom? Thanks.  

MikeOReilly

Disadvantages - 2 pointly ends anf you lost a LOT of the stern use Advantages - none Bob Perry who designed the Valiant 40 double pointy has said it had no real function  

One pf most useful cruiser design items on my boat is the folding helm seat and down down to stern swim platform. Easy access on/off the boat/dinghy is a HUGE plus  

capta

I believe double-enders developed because of the sea conditions they were built for and that, as a wooden boat, they were easier to build. Though many are indeed eye candy, I'm not partial to the design, as someone who has run in waves higher than the boat is long, I want as much buoyancy in the stern as can be managed. I have also experienced the hobby-horsing that a wonderful boat like the Atkins Ingrid can have in small chop. I have never bought a boat, other than a Trinka, because of how she looked, and frankly, in most cases it is way at the bottom of my list of importance. It just so happens that most boats that appeal to me for other reasons have reasonably nice lines. However, given the option of two relatinevly equal boats, I would probably not choose the double-ender.  

Jeff_H

This is an article that I had written some years ago that discusses Double-enders: I apologize that it is quite long and a little dated. Double-enders- a bit of history and commentary When you look at really old double enders (Egyptian passenger barges, Viking ship, canoes, Skerry traders) you see some things in common. As a broad generality, for their era, these vessels were all tended to be quite light and fast and intended to be propelled at pretty high speeds with comparatively little power. The traditional (up until the late 19th century) double ender actually had very fine ends and a burdensome mid-section. This shape was evolved for speed and seaworthiness in low powered (low stability), low volume vessels. This fine-ended double ender was a great shape for rough sea conditions. In theory when a boat is running before breaking waves its own wake can disturb the waves astern and cause them to break. These fine-ended double enders threw smaller wakes and so were less likely to cause waves too break on them from astern. If a wave did break, the wave did not collide with the flat surface of a transom. (That is also the same reason that the transoms on traditional boats had as much rake as they did.) That all works well for light weight working craft with minimal sources of power. As these boats became more burdensome they began to have a different set of problems. One of the key problems with the more heavily loaded fine ended double enders were that they did not have as much reserve buoyancy as transom sterned boats and waves might not break in their wake but they would get pooped (flooded from astern by overtaking wave). The Roman and medieval cargo ships, which are well known to researchers, were all double enders below and just above the waterline but light displacement they most certainly were not - the cogs, shuyts and fluyts of the Middle Ages and the Renaissance were capacious, slow, cargo carriers. There were a few reasons that these smaller European working watercraft, at least until the mid-19th century, be they Norwegian, Scottish, Danish, Dutch, Spanish, Maltese or Greek, are double enders are twofold; One is that this type of stern is easy, reliable, and cheap to build in wood. The other reason for the early use of double ends is that these working vessels had/have to lie alongside each other in close proximity in artificial harbors. The double ender is less likely to suffer damage from boats alongside. In such circumstances you find double enders. Elsewhere, like the Breton coast of France or the East Coast of England, where the sea conditions are just as bad, but there are natural harbors, estuaries, etc. you find transom sterns and counter sterns. The transom stern gives more buoyancy aft and is better suited to a high displacement hull, while once modern tools and fastenings appear became equally cheap to build. The counter stern gives a drier after deck (important in sailing ships, which were conned from the poop) and more space for handling sails (and nets, on fishing boats) It is around the point that the trend was moving away from double ended working watercraft, that Colin Archer comes along in the search for a way to make boats that would not cause waves to break and that would still also have sufficient reserve buoyancy in the ends. When you study the lines of a Colin Archer design they were really amazing. These were not delicate boats by any stretch of the imagination. They were truly beefy. They had to be. They were rescue boats and pilot boats that had to be able to stand station in the worst the North Seas had to offer and still make a rendezvous. They had to be able to lie against a stranded ship and take the pounding while rescuing people and property. They earned a reputation for their seaworthiness and ability to withstand the worst nature had to offer. Archer was a theorist and was looking for a way to design powerful boats with powerful rigs that would still remain balanced. Archer also had a tremendous ability to model the lines of these heavy boats so that they had a fairness of line and fineness of water line that is not readily apparent at first glance. They are deceptive boats in many ways. For all of their weight they were reasonably easily driven boats. They were capable of spreading really huge sail plans or being snugged down to a handkerchief. They were surprising low drag given their large displacement. But it needs to be understood that from all of the descriptions that I have ever read these were not easy boats to sail. These were not the “sailed by a man and a boy” fine ended double ender epitomized by Tancock Whalers popularized in the fisheries off of Nova Scotia. The Colin Archers took large crews and a lot of brute strength to sail and to a great extent these boats survived on the iron wills of their crew. Then along comes Atkins, who takes the Colin Archer rescue boats and adapts them into yachts. Atkins like Archer is a master of the carefully modeled hull forms. In many ways his “Ingrid” is the definitive Colin Archer type yacht. Comparatively fine yet buoyant and burdensome, the 'Ingrid's are a masterful example of the art of yacht design with the emphasis on art. I keep hearing people refer to these boats as fast. They are fast for what they are, but in a relative sense, even in heavy going, they are not ‘fast’ when compared to more modern designs. They also reputedly have very comfortable motions in a seaway when viewed from the standpoint of slow roll and minimal pitch, rather than from minimizing roll angles. That slow roll is more a product of their round bottom, and wine glass sections more than their double ends and the small mount of pitch primarily came from having short overhanks (long waterlines) and the rapid increase in buoyancy as the bow imerseses. The 'Ingrid's’ and 'Eric's’ did wonders for instilling the idea that double ended yachts are some kind of ideal for distance cruising. This was an ideal that was further embedded by the ubiquitous Hanna Tahiti and Gulfweed Ketches. By the late 1960’s double enders began to be viewed as relics of the past. Well-modeled double enders are not easy to mould in fiberglass since there was often some tumblehome in the stern making it hard to remove them from a single part mould. It probably would have stayed like that if the ‘character boat’ craze had not gotten started in the early 1970’s. At the time the whole character boat thing was hard to fathom. After decades, suddenly bowsprits and molded in plank seams were getting popular. (If you actually owned a wooden boat you went to great lengths to conceal the seams and make the topsides look “just like fiberglass” but suddenly fiberglass boats were being built showing 'seams'.) Emerging in the early days of that period of looking backwards, the Westsail 32 came on the scene. The Westsail 32 is a fiberglass version of the Atkins ‘Eric’ altered to supply more room down below and be easier to mold in glass. The Westsail pretty quickly became an icon for the “serious Blue water cruising boat”. Derided as heavy, slow and wet, with many were bought by posers and wannabes, in reality the Westsails have proven to be enduring boats with an admirable cruising record. What the Westsails and boats like them did was to bring a focus on the growing gap between “cruiser-racers” and purpose built offshore boats. It was about that time that a young Bob Perry happened on the scene. I have always believed that Bob’s goal in designing the Valiant 40 was to design a boat that bridged this gap. Seen today the Valiant 40 seems very solid and conservative but in its day the Valiant 40 was revolutionary. If you look at the sections and underbody waterlines of the Valiant, they were remarkably far more similar to the early Sparkman and Stephens designed IOR boats (like the Tartan 41) than to anything that Colin Archer designed. Obviously a bit more burdensome, the Valiant 40 dared to be a moderate displacement (for the time) boat with a fin keel/ spade rudder intended for serious offshore cruising. I also suspect from articles that I have seen over the years (and later from conversations with Bob Perry) that the trunk cabin and canoe stern were chosen not for some inherent obvious sailing or seakeeping advantage but as a clear statement that the Valiant 40 was and is intended as a serious offshore cruising boat. If you look carefully at the stern of a Valiant 40 it in no ways really resembles the traditional canoe stern chosen for low wave making and low drag. This is a very powerful stern consistent with the Valiant's more modern lines and underbody. Of course for every brilliant design idea there are a bunch of bone headed copies. Having drawn a few double enders in my day, I really think that they take more skill than any other hull form to get right. Poorly done they are awkward in appearance and offer few of the advantages with all of the disadvantages of a double ender. Perry got it right, (to my eye, perhaps more so on the 37 foot Esprit), but a lot of designers never did. Designers like Garden, Benford, and Crealock have designed many a fine double ender, but I think Bob Perry was there at the right time with a design that really understood the problem and looked good doing it. So back to the original question, “What are the advantages and disadvantages of a double ender?” If the stern is not carefully modeled and matched to the other properties of the design, there are not any inherent advantages to a double ender; none at all. Properly designed in the fine-ended model, they offer a lower resistance at slow speeds, less wave making and a cleaner wake less likely to cause waves to break astern. Properly modeled in canoe stern model, they offer a lot of reserve buoyancy in the ends with a minimum stern overhang for reduced hobby horsing. They also offer less corners for lines to foul on which was far more important in the days of Gaff Rigs with booms that over hung the transom. The disadvantage is that a double enders tend top have quite a bit less room aft for their length than a transom stern boat. This means a more cramped cockpit (or aft cabin). In terms of sailing performance, with modern rigs and underbodies it is harder to get a canoe stern boat to work with modern underbodies which are designed to surf and sometimes plane. This means that they are not suitable to today’s lighter faster design principles. Its not an issue if your interest is in a heavier, more burdensome, long range cruiser but if your goal is coastal cruising or performance offshore cruising, where speed becomes more important than carrying a lot of ‘stuff’ in a short sailing length, then a canoe stern might not make sense. Canoe stern boats can be a bit more expensive to manufacture in glass as they often require special molds to handle the tumblehome in the stern. From a sailing standpoint, most double endere give away some initial stability which translates to reduced sail carrying capability and with that, the need to reduce sail sooner. Unless long and narrow, they lack the 'bearing' to achieve decent reaching and motoring speeds without the stern squatting and greatly increasing drag and fuel consumption. But also there are practical issues with a canoe stern. In a practical sense, the pinchjed ends make it harder to carry a dinghy in davits or install the type of solar arrays that are becoming increasingly popular. The loss of volume aft, makes it more difficult to carry the weight of a full sized dinghy when davits are installed. The reduction in useful deck area and interior volume result in boats which are small for their length, and are the equivillent of perhaps a 15-20% smaller boat in terms of useful space and sailing ability. At this point in time, I view the most recent crop of double enders mostly as a fashion statement. Most of us, sail the boats that we bought because we like them. We like them for all kinds of reasons, not the least of which may simply be that we like the way they look. I think that today’s double enders often carry with them a variety of features that attract a certain kind of sailor (or someone who wants to be that type of sailor). But in the end, to me, in prioitizing the criteria for choosing a long range cruising boat, the most serious consideration needs to be the practical and functional aspects of the boat in question. Aesthetics may play a role, but if the plan is to go offshore for long periods of time, that role needs be secondary. And so from that point of view, I would consider a double end a liability rather than an asset. Respectfully Jeff  

Arcb

I made a short video to help me answer this questions. There are numerous advantages to rounded sterns or double enders from a close quarters manoeuvring perspective. Harbour working craft are probably the vessels that get the greatest advantage in this realm. Harbour working craft old and new often tend to have rounded sterns to improve their manoeuvrability in close quarters. Tug boats,short run ferries and tour boats are a few examples of modern working craft that very often have rounded transom. I will mention a couple of items; Turning radius. As a boat turns in forward the outer point of a boats maximum turning radius is the corner of the transom. The narrower the stern, the smaller the circles the boat can make compared to boats of similar length. A boat with an 8 ft square transom may have a turning radius as much as 4 feet more than a double ender of similar length. If you do a lot of close manoeuvres in marinas 4 feet of extra clearance can offer some benefits. Stern spring. This is the big one for me. Everybody uses bow springs. This is the manoeuvre where you let all lines go except for the bow spring, put the boat in forward and open up clearance from the dock with the stern allowing you to back away from the dock. Great for motoring away from dock, not so good for sailing away from dock. A rounded transom greatly facilitates the stern spring manoeuvre. Now, you are lettings all lines go except for your stern spring allowing the bow to open distance with the dock and allowing you to leave the dock forward. Not only is a stern spring faster because you don't need to back and then go forward, it also facilitates sailing away from dock. Stern springing is also by far the best way to exit a lock, actually most double enders don't even need to spring out of a lock, just put the boat in forward and drive away. Square transom boats could cream the quarter of their transoms if they did this. So while double enders don't have a lot of advantages for how most people use their recreational sailboats, they do have advantages that can be exploited by recreational sailors. Right, so here is a quick 50 second video of sailing away from dock using a stern spring.  

Arcb said: Tug boats Click to expand...

Love learning about my own boat. Thanks Jeff & Arcb. I'd actually forgotten about the stern spring. We definitely use this when trying to get of tight docks. So there's one nice advantage.  

SchockT

Stern springing off the dock can be done on any boat, transom or not. You may have to take a bit more care with fender placement with a wide transom, but it is a simple maneuver for any boat. Sent from my SM-G960W using Tapatalk  

Tzu Hang 's pitchpole was the perfect example of the design fault of the "canoe" hull shape, IMO. Had she been a Perry designed double ender, I doubt the same event would have happened. It was, and is, a fairly unique design and I don't see a lot around.  

jwoytek

Owning a Brewer-designed double-ender ourselves, I would say that there are a lot of other design factors that probably matter more in terms of an advantage/disadvantage comparison. I found ours mostly by accident. I wasn’t looking for a double-ender. She answered all of our needs, and happened to be a double-ender, which I found attractive. One notable advantage/disadvantage is the cockpit size in most designs. Advantage for us: Small cockpit is fine for a couple, feels safer underway, and won’t hold much water in the event of a pooping wave. Disadvantage: More than two full-size humans, and our cockpit begins to get crowded FAST, especially since we are tiller-steered. This is not a boat to take out your brother, his spouse, their three kids, and their dog. Some are better than others in this regard. Ours was designed for a couple, so living space was more important than extra cockpit space. Another thing to consider is your docking preference or requirements. Yes, they can moor stern-to, but most will require some ingenuity if one must board from the stern. Not an impossible problem, but another thing to consider. Jonathan  

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Sailboat Westsail 28' blue-water cruiser cutter double ender single hander.

Sailboat Westsail 28' blue-water cruiser cutter double ender single hander.

Sneedville, Tennessee

Posted Over 1 Month

Cutter rigged full keel blue-water sailboat. This vessel has a 24hp Volvo MD-11c engine that is very dependable and great on fuel. Due to this engine it is registered as an antique for $6-8.00 a year registration fee.The boat is set up for single handed sailing with new standing/running rigging, 3-sails, roller furled, Nor Vane wind vane auto pilot (new), compass, 2-VHF Standard Horizon radios 1 with plotter and black box depth - temp - fish finder and an additional Standard Horizon chart plotter mounted on the hard top for quick reference. There is also a back up Nav. Comm. depth and speed mounted in the cockpit, 3-anchors, fiberglass cockpit hard top (new), 2-60w solar panels, 2-20lb propane tanks, practically new aluminum 50 - 55 gal fuel tank, 2 new wet cell batteries, 40 gal fresh water bladder tank (new), water pump (new), macerator pump (new), 20-gal holding tank (new), new toilet, 2 - burner propane stove with broiler, a microwave, AM/FM radio and CD player, 2-Off Shore inflatable and 2-Off Shore orange life preservers. I installed a new bowsprit about 2 months ago and have had the bright work varnished over the last couple of months. I also installed a new big screen TV and a new Blue Ray disc player and many more custom features such as a built in tool box with tools mounted in the engine room.

33' Rough Water Sailboat 1983

33' Rough Water Sailboat 1983

Slidell, Louisiana

Make Roughwater

33' Rough Water Sailboat 1983 OBO - $15500 condition: fair engine hours (total): 50 length overall (LOA): 33 make / manufacturer: 33' model name / number: Roughwater propulsion type: sail 33' Rough Water Sailboat 1983 is a Thomas Gillmer designed Roughwater 33 built in Taiwan in the Late 70's. She has a hand-laid fiberglass bulletproof hull. She's a strong sturdy double ender and was made to cross oceans. And so you shall. Hull Type: Long keel w/trans. hung rudder Rig Type: Masthead Sloop LOA: 33.08' / 10.08m LWL: 26.00' / 7.92m Beam: 9.75' / 2.97m Listed SA: 460 ft2 / 42.73 m2 Draft (max.) 4.75' / 1.45m Draft (min.) Disp. 15000 lbs./ 6804 kgs. Ballast: 5000 lbs. / 2268 kgs. SA/Disp.: 12.14 Bal./Disp.: 33.33% Disp./Len.: 381.00 Designer: Thomas Gilmer Builder: Tao-Yuan Boatyard (TAIWAN) Construct.: FG Bal. type: First Built: 1975 Last Built: 1985 # Built: AUXILIARY POWER (orig. equip.) Make: Yanmar Model: 2HM20 Type: Diesel HP: 20 Have Mast, Sails, Rigging, and Bow Sprit $15500 OBO

Very Rare 19 ft Southern-sail Skiffle sailboat motor and trailer turn key!

Very Rare 19 ft Southern-sail Skiffle sailboat motor and trailer turn key!

Miami, Florida

Make Southernsail Skiffie

FINAL REDUCTION BEFORE SHE'S OFF THE MARKET! FROM 7500 TO 6000!!Very Very Rare! only a hand full were made, Skiffie 1982 19 ft Southernsails Inc, (XUT) with a Johnson sailmaster 7.5 extra long shaft double- ender lapstrake heavy fiberglass sailboat in pristine conditions ( Faiths ) hull is shinny and smooth with great lines, main sail is great, working jib also, she was built by southernsails Inc in Clearwater Florida, has new varnished tiller handle with cover, Bimini top with boot cover, new Tung jack. tiller tamer new, wind indicator, lines, custom mast holder made out of aluminum, new chocks, anchor and rod new, cushions, recently rebuild entire tandem trailer with custom bunks ,new keel guides, supports, new axles, hubs, 4 new wheels and a new spare with carrier and cover, new Led trailer lights, safety chains, bow stopper, winch, strap, recently had bottom professionally painted, have Florida title and trailer registration on hand!, please serious inquiry's only. Many Thanks.LOA 19FIXED KEELBEAM 6"8DRAFT 2ftDISPLACEMENT 1900 lbs.SAIL AREA 143 sq.ftOUTBOARD MOTOR WELLSELF BAILING COCKPIT.

Sakonnet  23 Daysailer, Built by Edey & Duff, Designed by Joel White, Sailboat

Sakonnet 23 Daysailer, Built by Edey & Duff, Designed by Joel White, Sailboat

Greenville, South Carolina

Make Sakonnet

Category Daysailer Sailboats

Length 23.2

15.00 Built by Edey & Duff, the Sakonnet 23 is one of the prettiest daysailers you will find. Refreshingly handsome from all angles and super-swift as well, this distinctive double-ender is ideal for the experienced sailor who wants a roomy, inshore daysailer for weekend and evening sailing with family and friends. What’s more, her true hull speed and modern high-aspect rig make the Sakonnet 23 a most competitive one-design class racer.We have owned this boat since 2007. She has been well-maintained and is in excellent condition. Please contact me for additional information and more photos. BUILDER/DESIGNER Builder: Edey & Duff (built in 2005) Designer: Joel White DIMENSIONS LOA 23’2” – LWL 18’8” Beam 6’1” – Displacement 2000 lbs Draft 1’10” – 5’2” – Ballast 920 lbs MOTOR & ELECTRICAL Factory Installed – Minn-Kota electrical motor 12 volt Interstate battery 24 MRO 500 amps Pro Sport 20 fully automatic/electronic multi-stage marine charger Electrical wiring, switch with meter Mast headlight AH 800 Tiller pilot Electrical and manual bilge pumps SAILS & RIGGING Mainsail by Harding Jib by Harding with UV protection Roller furling New boat and sail cover Sails cleaned and maintenance performed by Sail Care 6/15 Harken winches, whisker pole eye ADDITIONAL INVENTORY Triad galvanized trailer with extending tongue Lifting bridle Normal 0 false false false EN-US X-NONE X-NONE

1980 Corbin 39 Aft Cockpit Cutter

1980 Corbin 39 Aft Cockpit Cutter

Clearwater, Florida

Make Corbin

Model 39 Aft Cockpit Cutter

Category Cutter

1980 Corbin 39 Aft Cockpit Cutter 2018 SURVEY AVAILABLE! CALL OR EMAIL ME! FULL DETAILS ON BOAT IN SURVEY! This is a rare example of an incredibly well-maintained Corbin 39, one of the most rugged and popular ocean-going cruising boats around. Canadian built and owned (import duty paid) and available at a very reasonable price. Please view the photos for details! Great sail inventory:  GenoaYankeeStay sailDrifterMain (2008)Spare main Minimal thruhulls -- sea chest for engine  New prop shaft 2015 Refrigeration condenser 2014 Solar Engine has had top end rebuilt twice Diesel heater Raymarine autopilot Raymarine tri-data Garmin GPS Map 76Cx Epirb Ground tackle: 53 LB CQR, 45 LB CQR, 45 LB Danforth  From a review in Bluewater Boats: In 1977 Marius Corbin commissioned Robert Dufour of Montreal, Quebec to design him a sailboat based on a one-off 39-foot Dufour design named Harmonie. Mr. Corbin asked Mr. Dufour to increase the freeboard and flush the deck. In 1979, the first Corbin 39 came out of the resulting mold, and the Canadian manufacturer produced 129 Corbins until 1982. Most were sold as kits in varying degrees of completion. In 1982, a fire destroyed the deck molds, but because of continued strong demand, they decided to update the molds and continue production. The last Corbin 39 produced, hull number 199, was launched in 1990. The Corbin 39 is a double ender in the classic Scandinavian lineage of serious offshore cruisers like the Westsail 32. She features a long fin keel of 6 draft, high freeboard, and a blunt bow. Corbin produced various deck molds including flush, pilot, center cockpit, and aft cockpit variations. Corbin

1988 Homemade 38

1988 Homemade 38

Coos Bay, Oregon

Make Homemade

For you traditionalist's out there, Read on This Sailboat was built by a man with passion and a vision to create a classic, traditional sailboat from the George Buehler stable( Great bear).Elmer worked for the forestry and put 10 years of labor and love into her before passing. Tom Tallman purchased and re-powered and fitted taller aluminium mast and rigging and was 'gutted' selling her. Current owner purchased in 2005 and loves her strong construction, sea kindle-ness, taller mast in light airs and young boat with traditional style. Hard Chine construction. Topsides have conventional carvel plank on frame construction, w/ a large fir chine timber, below chine there is a diagonal stave planking running between chine + keel. Staves are well bedded in 3M 5200 rubber sealant. Double ender wood hull. The Hull took 10 years to build. Port Oxford cedar; Cap-rail, bulwarks siding. Stanchions + Samson post are Pacific yew. Douglas Fir; covering boards, chine timber 2" thick, 2-3/4" thick fir floor timbers, sawn fir knees under ends of deck beams. Backbone structure is steel bolt fastened. Decking material: Laid planked Douglas Fir VG old growth w/galvanized steel wood screw fastenings. Ceiling 1/2" thick yellow cedar fastened down w/steel nails. Long cast cement keel. (cement keel has encased in case hardened steel tractor tread steel pins to have more weight for volume.) Internal pig iron added to extended seats + lead ingots under bunk, approx

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Chuck Paine Yacht Design LLC

26’ FRANCES. A small double-ended cruiser.

double ended sailboat

HULL NUMBER 1 of the Frances design, built by Tom Morris in 1975. It had a custom tall, double spreader sailplan, no pulpits, and beautiful sails, for racing.

double ended sailboat

LALUZ. A flush decked Frances that has sailed more than halfway around the world.

double ended sailboat

ONE OF THE British cutters, She has the more conservative, shorter mast and two jibs of short hoist. Her tidy rig would be the better choice for longer, further offshore voyaging.

FRANCES FLASH

The second FRANCES was fractional sloop rigged with a self-tending jib. The first few FRANCESes were flush decked like this. When a short house was added with full headroom (if one was less than six feet tall), and more efficient sailplans were designed, interest in the boat blossomed. Before all was said and done, more than 200 yachts were built to this design.

ORIGINAL FRANCES DIMENSIONS

LOA: 25′  10″

LWL: 21′  3″

BEAM: 8′  4″

DRAFT: 3’  10″ (NOW 4′-1″)

DISPLACEMENT, as built: 6,800 lbs Full load 7300 lbs (approx)

BALLAST (lead):  3,500  lbs

SAIL AREA (100% foretriangle): 317 to 340  sq ft (varies)

DISPL/L RATIO: 316 – 330 (varies)

SAIL AREA/DISP RATIO: 14.5 to 15.6 (varies)

double ended sailboat

LA LUZ cruising in the tropics. She sailed from Maine to New Zealand.

The FRANCES is one of recent history’s most admired small cruising designs. Well over 200 of the small yachts are now sailing, and they are well loved wherever they voyage. I decided to design this small but capable cruising boat in 1974. My own boat was flush-decked, and I cruised it from Maine to Rhode Island. Another (LA LUZ) is halfway through a circumnavigation. A third (YANLI) has sailed from England to Australia and then to Hawaii and back to Australia.  Many of the sisterships added a small house for full headroom, and a variety of sailplans have been fitted.

FRANCES es were built in fiberglass by Morris Yachts in America and Victoria Marine in the U.K. Quite a few fine examples were custom built from our plans of cold-moulded wood using the WEST system.

And now, in her dotage, new aspirants are restoring these fine old boats for their own adventures. Sailing the open ocean in such a small boat is borderline foolhardy- though many have successfully crossed oceans. But if you are aware of the discomforts of facing a storm at sea in something of this size, and are aware of the many advantages of a small, manually handleable yacht, the Frances is one of the better alternatives.

double ended sailboat

The lines of the original FRANCES.

A preliminary sketch for the first FRANCES.

A preliminary sketch for the first FRANCES .

I often ponder what it might be about the FRANCES design that makes it so popular. I think it must be the aesthetics first and foremost.  But the real surprise is how well it sails. Nearly half of her weight is ballast, and it is made of lead. So despite her shallow draft she is reasonably stable and surprisingly fast. Of the various rigs the ones with larger headsails and smaller mainsails proved to be the faster and more weatherly, at the expense of more work trimming, of course. Some of the earlier sailplans were frankly overcanvassed, and a new sailplan, designed in 2020, offers more drive with less heeling,

double ended sailboat

YOU COULD add a spinnaker, and then you could race her. With a shallow keel and a lot of wetted surface, racing the short-rigged Frances is an exercise in futility. But it’s colorful and if there’s not a lot of windward work, you might just possibly collect silverware.

In the last year I have been contacted by three Frances owners who want to improve their 45-year-old boats, and one who intends to build a new one. The biggest improvement among many small ones is to fit a carbon fiber mast and a new sailplan. This new rig falls about halfway between the old short and tall rigs. It specifies a roller-furler for the jib and a genoa, and a solid vang for the boom, plus a deployable Spectra inner forestay and Solent jib for windier conditions. If you own an old Frances and want to improve it, or can buy one for a reasonable price but are realistic about the significant cost to bring it up to date, contact the designer and invest in a new rig and sails that will significantly improve your boat’s performance, and leave the political craziness and economic uncertainty of life ashore behind.

The original FRANCES hull is pared away in width below the points where the cabin sole needs width and the fairing radius between keel and hull is tight. This is a shape without a lot of form stability, so the FRANCES compensated with an unusually low center of gravity thanks to 3500 pounds of lead ballast.

double ended sailboat

THE NEWEST SAILPLAN. It uses a carbon fiber mast and simplified rigging with sweptback spreaders, a single aft lower shroud, and larger diameter stainless steel rigging. The offshore or inshore mission of each boat can be addressed by the amount of overlap of the genoa. This particular boat’s owner anticipates heading off on an immediate ocean crossing, so the genoa is of modest overlap and a deployable Spectra stay and Solent jib are available for heavy weather.

I adored my little FRANCES . She was beautiful, well mannered, stable enough, and just plain fun. Her sleek lines cut through resistance like a dreadnaught. Point FRANCES toward a destination and she was unstoppable. Her timeless virtues seem to have disappeared from the modern world. They just don’t build ’em like FRANCES anymore.

LA LUZ had a big genoa so she really goes in light airs.

LA LUZ had a big genoa so she goes very well in light airs. She spent five years sailing in the South Pacific and ended up in New Zealand.

double ended sailboat

THE NEW VERSIONS will have a short cabin very similar to this, perched atop the midship raised deck. The perception of space this lends to the interior is quite amazing.

double ended sailboat

WITH THE SHORT, almost 6-foot headroom house, the interior of a Frances could feel much larger than you’d expect on a 26-foot boat. This is a custom WEST-system boat built in New Zealand.

double ended sailboat

The Aft Head arrangement for the Frances with one seaberth and a permanent double. (Note: The companionway steps may have to be slid forward depending upon your choice of propulsion).

double ended sailboat

The Aft Head arrangement for the Frances with two settees, and a large double berth forward. (Note: The companionway steps may have to be slid forward depending upon your choice of propulsion).

The original FRANCES is a highly respected, classic design. She’s comparable in many ways to an MGTD or a J3 Cub. They spewed oil and weren’t very fast by today’s standards, but they were so cute and stylish and safe that owners have enjoyed every minute of their use for decades. The hullform is conventional, heavily ballasted , with no concessions made for speed. It has a CSV (capsize screen value) of 1.70. Anything less than 2.00 is considered a good choice for offshore voyaging.

This design is featured in both of my recent books; MY YACHT DESIGNS and the Lessons they taught me, and THE BOATS I’VE LOVED— 20 Classic Sailboat Designs by Chuck Paine. Both are beautiful, full colored, first class books which give you lots more information on this design, and can be purchased on this website.

double ended sailboat

QUITE A FEW sailplans have been fitted to a FRANCES. This is one of the “tall rigs”, which could even be raced, and really got the boat going in light to moderate airs, but are too overcanvassed for offshore voyaging.  If your idea is to sail around the world, the more conservative rigs, with a three-foot shorter mast, would require reefing less often.

double ended sailboat

A British built cutter rigged FRANCES.                                                photo credit Charlie Whiteman

FOR MORE PHOTOS OF LA LUZ , A FLUSH-DECKED FRANCES THAT HAS BEEN SAILED HALFWAY AROUND THE WORLD, CLICK HERE:

http://frances26.org/laluz.php

Further information may be obtained from:

CHUCKPAINE.COM LLC Tenants Harbor, Maine 04860-0114

To email Chuck:

[email protected]

A LONG, FUN HISTORY OF THE FRANCES 26 DESIGN

You’ll find great histories of the FRANCES design in both of my books, available as digital downloads from this website. But a recently formed Facebook Group called The Chuck Paine Yacht Designs Fan Club has produced all sorts of photos from owners all over the world, and a few interesting anecdotes. With the benefit of these gifts from the 48-year history of the Frances design, here is a much longer story, told mostly in pictures..

double ended sailboat

The first of many eventual sailplans had a tall fractional sloop rig with a self-tending jib set on a jibboom. This worked okay before  jib roller-furling became popular, but the boomed jib gave up some potential sail area and the tall mast was heavy and required a lot of rigging with its weight and windage.

double ended sailboat

THERE I WAS at age 30. Young and ambitious, I’d come up with an idea of what life was about for me. Design a new yacht, build a prototype in my beautiful rented shop, sell it to one of the many emerging fiberglass boatbuilders and do it all over again. With my superb shop full of the finest tools someone else’s money could buy, a pretty girlfriend who looked like she might stick around, and my loyal dog Shep at my feet, what could possibly go wrong?

double ended sailboat

IN 1973 I had recently quit my job working for Dick Carter as a draftsman. I’d met this girl (now my wife) and decided to take her on a backpacking trip from Scotland to India. I had this idea that when we returned I would take my life savings and design and build a boat. The Westsail 32 had become a life-changing phenomenon for sea-seeking vagabonds, and I figured what the world needed was a smaller, more affordable double-ender.  26 feet was all I could afford so that determined her size. I lucked out and was able to rent this beautiful, heated and insulated shop full of the best woodworking tools for next to nothing. This shows the nearly finished hull upside down in midsummer of 1974, when I met this guy named Tom Morris who was getting started as a boatbuilder and fell in love with the design. We made a handshake deal that he would take a fiberglass mold off my hull, invest in a lot more tooling and a ballast mold, and I would press on and finish my boat in time for me to take it to the Newport Boat Show in September, and we would both become rich and famous. In the end, luck intervened.

double ended sailboat

AFTER TOM MORRIS had taken his mold off my hull the day came to turn her over.

double ended sailboat

AS THE SUMMER wore on my boat was nearing completion. Her hull was built using the then popular foam core over stringers method, with a conventional glass covered plywood deck over frames.

double ended sailboat

WITH MY BOAT NEARLY FINISHED, the shop burned to the ground. Gone were my new boat, my life savings, all my tools, my landlord’s beautiful shop that I had planned to live out my life in, and my newfound livelihood. But I dusted myself off and determined to take the insurance settlement and build another Frances in the Spring.

double ended sailboat

IN A STROKE OF GOOD FORTUNE I had met Tom Morris and he had committed to building new Franceses. When he heard about the loss of my boat he offered to sell me a hull from his new mold at cost, and space in his shop in Southwest Harbor in which to complete it. I hired my twin and he moved to Maine to help me get it built. We worked together for six months of intense work and got her finished in time to show her at the 1975 Newport Boat Show. Tom and I sat together on the side deck for four days and sold boats… it was that easy back in the halcyon days of fiberglass boatbuilding.

double ended sailboat

WHEN CUSTOMERS CAME ALONG who wanted to build a FRANCES of some other material than fiberglass, I would sell them the appropriate plans. Most of these customers hailed from other parts of the world. This one is Tom Thumb , built in Australia.

double ended sailboat

NUTCRACKER was built in the WEST System by a lady sailmaker from Toronto.

double ended sailboat

HERE’s NUTCRACKER 46 years after first launched, restored to like-new condition. WEST System cold molded yachts last virtually forever., given a facelift every 50 years or so.

double ended sailboat

TOM THUMB coming at you. A lot of boat, a lot of ballast, and a lot of wind.

double ended sailboat

A GUY NAMED DICK CROSS BOUGHT A KITBOAT FROM Tom and hired my brother Art to help him finish it. Art drew a rig with a huge 150% overlap genoa, and in less than ten knots of wind the boat really flew. Like many well-drawn double-enders his boat KARMA could be easily steered by a wind-vane self steerer. Here Dick is having a kip while the boat steers itself happily to windward. Dick was a man’s man. No roller furling on that genoa, and if the breeze got above 10 knots he’d have to wrestle it into submission and hoist a smaller jib. And don’t forget his version had a bowsprit.

double ended sailboat

IN 2022 I caught up with hull number one of the FRANCES, built by Tom Morris alongside the hull that I was completing in his shop. She’s still going strong. I still remember that her original owner asked me to design a tall double-spreader rig for her so that she could be raced.

double ended sailboat

TOM MORRIS sent this photo of one of his first builds, BLENKEZOUKER, to most of the European yachting magazines. As a result Bernard Hayman, the then editor of Yachting World in Britain, wrote an embarrassingly favourable editorial, decrying the fact that it took a bloody Yank to design something so beautiful. Four British boatbuilders saw the editorial and heard that it had in the words of Hayman elicited more inquiries to Yachting World than any article in its history, and asked to build it under license. Tom Morris and I chose a young and ambitious entrepreneur, Peter Gregory, and his new company Victoria Marine, to build the Frances in the UK. In a few years he had built more than 150 Franceses is various versions, and commissioned three more Chuck Paine designs to be built at his shop in Warsash at the mouth of the Hamble river. The success of the Frances and my next design for Peter, the Victoria 30 , caught the eye of Charles Maunder at Bowman Yachts in Woolston (Southampton, UK), and in the next few years he built hundreds of yachts to four of my designs.

double ended sailboat

CHUCK AND DEBBY at their first London Boat Show, 1977.

double ended sailboat

HERE’S ONE OF the many Franceses at her birthplace Stone Pier Yard in Warsash, UK. Not your typical English weather, but when the sun shines in southern England, it’s glorious.

double ended sailboat

A CUTTER RIGGED Frances somewhere along the coast of England.  The wobbly perimeter of the sunshade makes me crazy.

double ended sailboat

THUS BEGAN MANY YEARS of commuting to England to sell boats, and to convince either Peter or Charles Maunder of Bowman Yachts that he needed a new design. I would attend the London Boat Show at Earls Court Exhibition Centre every January, and the Southampton Boat Show every September. In all those years I can’t recall  a Southampton show when the relentless rain that typifies an English summer didn’t cease for the week in September that I had to be at the show

double ended sailboat

A TYPICAL Southampton Boat Show scene.

double ended sailboat

DITTO. Was it my sunny disposition that brought the fine weather?

double ended sailboat

GALAVANT WAS built in New Zealand in wood/epoxy. If you ever get to Christchurch, drive to its seaport Lyttleton and maybe you will find her there.

double ended sailboat

SOME OF THESE home-built boats were really nicely done. GALAVANT ‘s owner decided to open up the interior by eliminating the usual “main bulkhead”, using a series of hanging knees to provide adequate strength. I like it.

double ended sailboat

SAME BOAT looking aft

I PARTICULARLY LIKE the cabin sole- nice, light color.

double ended sailboat

ANOTHER PHOTO OF HER SHAPE.

double ended sailboat

FELICITY . A British Frances that sailed to Maine.

double ended sailboat

SOLEIL . Tom Morris owned this one himself for awhile.

double ended sailboat

A VICTORIA FRANCES. Location unknown. This is the tidy original “British Cutter” rig. Not fast, but it could stand up to much more wind than the tall, racy rigs.

double ended sailboat

I FOUND YANLI in Bateman’s Bay, Australia. When I encountered her I didn’t know her story. She must have been shipped there on the deck of a freighter, I thought. Nobody would be crazy enough to sail a Frances that distance. Then through the Chuck Paine Yacht Designs Fan Club on Facebook I learned her actual story. A fellow bought her new in Warsash, UK. He financed her. Put down his down payment, hoisted the sails, and that was the last the bank heard from her owner for years. He sailed her south to the Canary Islands, then across to the Caribbean. Then through the Panama Canal. Howcum the bank didn’t have an arrest warrant waiting for her at this obvious choke point I can’t fathom. Then on he sailed to New Zealand. As if that weren’t enough adventure sailing too small a boat on too large an ocean, he then sailed across the Pacific again to the North, to Hawaii. And that is where the bank finally caught up with him. The bank arrested the boat and sold it to an Aussie. Who then sailed it BACK across the Pacific to Australia. Which is how I got to take this photo in Bateman’s Bay Australia three years ago- not looking too bad after the equivalent of sailing around the world!

double ended sailboat

THE JOYS OF downwind sailing.

double ended sailboat

INYONI . Needs some bottom paint.

double ended sailboat

TOM THUMB in Sydney, Australia.

double ended sailboat

TULA . Someplace in Florida, I think.

double ended sailboat

FREJA . Location unknown.

double ended sailboat

A BRITISH BUILT FRANCES, someplace in England..

double ended sailboat

THE CUSTOM VARNISHED companionway and forward hatch are nice touches.

double ended sailboat

FELICITY SAILED transatlantic from the UK to Maine. She lives in Rockland, Maine now, a few miles from my home.

double ended sailboat

WILDWOOD is one of the Tom Morris built beauties.

double ended sailboat

THIS BRITISH BUILT Frances is trying out her new mainsail.

double ended sailboat

A HOME-BUILT Frances on turnover day. Location and details unknown.

double ended sailboat

ANOTHER PHOTO OF David White’s British-built FELICITY outside of Rockland, Maine harbor.

double ended sailboat

TOLERANCE . In my dotage I’ve come to find varnished teak railcaps intolerable. I really like the ones that are simply painted white. They’re so much easier to take care of. And if the shape of the design is inherently beautiful, varnished teak is just gilding the lily.

double ended sailboat

A CLOSEUP OF GALAVANT sailing in Lyttlton Harbour, NZ.

double ended sailboat

ERICA . I think she’s at Universal Marina on the Hamble river.

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GALAVANT Galavanting nicely to windward.

double ended sailboat

GALAVANT’s colorful reacher.

double ended sailboat

ONE YEAR PETER GREGORY showed one of his creations in the water at the Southampton Boat Show.

double ended sailboat

WHIM. Tollesbury, Essex, UK.

double ended sailboat

WHIM ‘s nice, wide open interior.

double ended sailboat

SOLEIL’ s Interior

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SOLEIL – Morris built Frances

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SOLEIL ‘s Galley.

double ended sailboat

A CUTTER RIGGED FRANCES. Location unknown.

double ended sailboat

AN ENGLISH FRANCES somewhere in the UK. One reason the Frances sails reasonably well despite the shoal draft is the absence of a garboard radius. The entire keel does its work of preventing leeway- all the way up to where it meets the hull.

double ended sailboat

A cutter rigged Frances somewhere in the UK.

double ended sailboat

ELLA is one of the two FRANCESes I am aware of that fitted a gaff rig.

double ended sailboat

STORMY is one of the newly restored Morris Franceses. She is once again in like-new condition, and comparable with a brand-new custom Frances that would cost well over half a million dollars to build today.

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  • Boats for Sale

Double-ender for sale (sail)

  • Double-ender

TaShing Baba 30

What is a Double-ender?

A sail double-ender is a type of sailing vessel that has identical bow and stern sections and typically carries a lugsail rigged on both masts. These vessels are designed to be able to sail quickly and efficiently in both directions and often have a narrow, shallow hull shape with minimum stability. They are often used in coastal and inshore fishing but can also be employed in short-distance cruising or racing. Historical examples of sail double-enders include cutters, luggers, schooners, and wherries.

Which manufacturers build double-ender sail boats?

Manufacturers that produce double-ender sail boats include Lymington Slipway & Engineering Company , Lagoon Royal , Lagoon Catamarans , J W Miller & Sons Ltd and Comar .

How much does a double-ender sail boat cost?

A used double-ender sail boat on TheYachtMarket.com ranges in price from £4,500 GBP to £1,670,000 GBP with an average price of £385,000 GBP . Factors including the condition, age, model and specification will affect the price of a double-ender.

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British Marine

double ended sailboat

39′ Double-Ender

Heyman Yachts

Nothing ordinary

Why a double-ender? – Traditions behind the 39’ Pavane

This double-ender stems from a type of coastal fishing boats which were common in Scandinavian waters during the past centuries. It would be much too far-fetched to claim that they are all descendants to the long-boats of the Vikings, but in fact I guess this is where they have their roots. However, over the centuries, they have developed in different directions.

On the Swedish west coast and in Norway, the double-enders, called ‘koster’, had a dramatically full bow and a rather slender stern. The smaller boats were clinker built, had outboard rudders and were used as coastal fishing boats, later equipped with engines. The larger ones were often carvel built. A somewhat refined variety of the west coast koster are the ones later developed by Colin Archer into his hefty rescue boats, ‘redningsskøyte’.

In Denmark and the southermost parts of Sweden, the double-enders had very different proportions, with full-bodied sections aft, making them more buoyant. With their more balanced shape forward and aft, the spidsgatters balanced well when heeled and were able to take a storm on their quarters without being pooped. The lines of spidsgatters were a little more ‘yachty’ in appearance, they were most often carvel built and usually a little quicker as well.

There were two different kinds of sterns, characterised by their rudder arrangements. The most common was the outboard rudder which was always used for the smaller boats. The more unusual ‘kanothäck’ or canoe stern had the rudder post pass through the hull. This arrangement was used for some of the bigger double-ended workboats but even then it was rare, until a hundred or so years ago, when canoe sterns started to appear in two vastly different types of double-enders: In bigger fishing boats and trawlers, and in yachts. Canoe stern yachts of a similar kind were also somewhat popular in Britain and, to some extent, in Germany but – dare I say so – they were never as lovely as the Danish ones.

The inspiration for the 39’ Pavane stems from these lovely, wholesome spidsgatters and Øresundskosters of the southern Baltic, with a side look to early/mid-1900s yachts by the likes of Berg, Reimers and Aage Nielsen. Personally, I think her traditional lines above the waterline go together extremely well with her modern hull shape under the surface – a happy marriage of styles and shapes, separated by a century.

39' hull #2

39′ hull #2

A modern, slippery cruising yacht

This design should be equally at home on a mooring on the Clyde, in Newport or in Cannes. She is intended to be a manageable boat, able to sneak in almost anywhere. Under sail, she will provide fast passages, averaging between 7 and 8 knots on all points of sailing but at the same time, will be seaworthy and well behaved.

Cruising life is changing. I guess most people think of cruising as heading for another shore, exploring new anchorages. But cruising could just as well mean day sailing to a familiar port, visiting a nice restaurant, meeting friends. And while many crews consist of a couple, most will also want to invite friends or children to join them for a week or two. And, even with only two on board, most people will want some basic comfort, and stay in contact with the world beyond.

Therefore, I believe a proper cruising boat will be one that her owners will never find too cramped, too slow, too cranky or too limited. She will have to offer much more than just being a good sailing boat for two.

Still, at below 40 ft., and being of moderate proportions, this design will be easily handled. But this is not about size only. It is perhaps more about clever use of space, a long water line, an efficient hull shape, and about avoiding unnecessary weight or complication.

There is another aspect to the matter of size and cost:

The earlier 35' design

The earlier 36′ design

The cost of a boat will be a function of its weight. But the cost of building a one-off will also be a function of its surface areas, as all surfaces are finished by hand. Comparing, for example, a 30 ft one-off with a 39 ft., the bigger boat will have 70 % more surface to finish but she will offer 110% more space. For a one-off, the slightly bigger boat, not too heavy, is more cost-efficient.

Provided, again, that she is designed to make efficient use of her size.

The design for this 39′ yawl was finished in 2012 and was developed from a 36′ sloop, designed some 12 years earlier. This lovely yacht is a one-off build, made from strip planking and sheathed in multi-directional glass and epoxy.

Under water

39' Hull #1

A full keel was avoided for simplicity, cost, and speed. But it should be noted that this does not make her inferior in terms of safety, or steering. In addition, the fin keel makes manouvering easier.

OK, but why a yawl rig?

39' Yawl Rig

39′ Yawl Rig

By definition, this rig would probably be called a ketch but the sail plan is that of a yawl. The distinction between yawl and ketch is based on the mast position in relation to the rudder stock; this is the formal definition. But considering the sail plan proportions of this particular design, with its smallish mizzen set far aft, I have chosen to call her a yawl.

The mizzen mast is unstayed, the mizzen is tiny and contributes nothing on the wind. On the other hand, it is not really in the way either. On a reach, it gives a little extra push, especially with the staysail set. When anchoring or approaching a mooring, it keeps the bow into the wind, even at zero speed. And in a sudden blow, one can romp along under a deep-reefed jib + mizzen.

36' earlier design

36′ earlier design

The helmsman sits aft and the forward part of the cockpit, if you like, is for enjoying the day, eating, reading – or sleeping. The starboard seat is extended a little further forward, leading to the entrance.

Inside, there is a big hanging locker and a navigation table. Rounding the central island, one enters the galley. There is good contact with the cockpit through the entrance hatch and the opening portlight on the port side. The engine is accessible from all sides, under the galley sink, and the fridge is opposite, under the navigation table.

The aft cabin is unusual for a boat with an aft cockpit and is intended as the owner’s cabin, laid out for a couple. There is standing headroom, one can sit down on the berth and move about in a dignified manner.

There is stowage for two folding bicycles behind the backrests in the main cabin.

The forward cabin will accommodate guests without disturbing the owners. But, during periods when the yacht is used by its owners only, this area can be used for other purposes, for stowage, or as an office.

Construction

36' previous design

36′ previous design

A strip planked red cedar hull is encapsulated in multidirectional glass and epoxy, making for a light, strong and durable structure. Alternatively, a Divinycell foam-cored construction has its merits.

double ended sailboat

  • L.O.A.                                          12,00 m     39,4′
  • D.W.L.                                         10,73 m     35,2′
  • Beam, maximum                           3,46 m       11,4′
  • Beam, waterline                            2,89 m         9,5′
  • Draft                                             1,64 m         5,4′
  • Displacement, light                        7200 kg      15860 lbs
  • Ballast                                          2600 kg        5730 lbs
  • Sail area 100%                              76,8 m²      827 sq.ft.
  • True sail area                                83,5 m²      899 sq.ft
  • Mainsail, true area                      41,0 m²      441 sq.ft.
  • Jib, true area                                 33,9 m²      365 sq.ft.
  • Mizzen, true area                            8,6 m²        93 sq.ft.
  • Gennaker                                          74 m²         797 sq.ft.
  • Mizzen staysail                               24 m²         258 sq.ft.
  • D/L                                                  165
  • SA/D, upwind                              20,6
  • SA/D, downwind                          48,7
  • Entry angle                                     14,7 °

AVS                                                 131 °

Downflooding                               102 °

CE Category                                 A (Ocean)

  • << Yacht design

Jordan Yacht Brokerage

Jordan Yacht Brokerage

We Never Underestimate Your Dreams

10 best aft cockpit double enders for under $200,000.

This list originally posted on July 24, 2010 had numerous errors that thankfully kind readers have pointed out. Here is an updated version.

I contributed to a Cruisers Forum thread the other day. The fellow asked for a list of heavy displacement sailboat under 40 that are not double enders. That made me think: What are the double enders? The below list consists of ten double ended, aft cockpit sailboats. In the 1970’s, a canoe stern was standard on serious cruising sailboats popularized by the Westsail 32. In compiling my list, I tried to avoid many of the character type, teak laden, full keeled double enders. A canoe stern was mostly paired with a full keel until the design just completely went out of style. Even Valiant Yachts has gone out of business in 2011, so I cannot name a canoe stern maker in current production.

A double ender does still stir that dream of cruising to far off places. For a single sailor or couple, some of these yachts are excellent options. Others offer terrible performance but offshore security. A few are too unrealistically built for the lower latitudes because of high maintenance teak exteriors. Some have aft cabins while others have only a single cabin forward. A good portion are Robert Perry designs, the master of canoe sterns. I have kept to a price range of $100,000 to $200,000 with lengths between 36 and 41 feet. Please comment below with any suggested additions or subtractions. I have listed the sailboats in alphabetical order of brand name.

  • Baba 40 : Robert Perry design with many smaller sisterships. Built strong by the Ta Shing yard famous for Taswell yachts and Norhavn trawlers. Baba was the first chronologically in this line, then Panda, and finally Tashiba.
  • Corbin 39 Aft Cockpit : French Canadian built boats that were home finished. The factory produced the hull and deck but left interior detailing to the owner. Comes in many different deck molds including center cockpit versions. The later versions have a bowsprit to balance the helm.
  • Espirit 37 : Robert Perry design for Valiant yachts. Perry says this is the loveliest canoe stern he ever drew.
  • Fast Passage 39 : Rare William Garden design. Only 40 were built by Tollycraft but recently a fellow has purchased the tooling for new production.
  • Hans Christian 38 Traditional : Woody Ives design. Original HC 36 is a Perry inspired design. Beautiful teak laden cruising machine. Telstar versions have modern fin keeled underbody.
  • Pacific Seacraft 37 : William Crealock design with fin keel and traditional lines. The company went out of business in 2008 and moved from California to North Carolina to continue production.
  • Southern Cross 39 : Thomas Gilmer design with Airex cored hull and fin keel underbody. Smaller 31 and 35 foot sisters.
  • Tayana 37 : Prolific Robert Perry design that comes in many deck variations including ketch rigs. The raked mast produced wicked weather helm and a water tank forward makes her pound according to Perry and TOG News.
  • Valiant 42 : Robert Perry design with a bowsprit added to Valiant 40. Has great sea motion and strong build. This is the original and still a great choice for a performance cruiser.
  • Vancouver 36 : Rare smaller version of Vancouver 42 by Robert Harris. Built like a tank by Durbeck and later Hidden Harbor in Sarasota, Florida. Only has a single pullman berth.

For detailed reviews of most of these yachts and more, please see Bluewater Boats .

10 Replies to “10 Best Aft Cockpit Double Enders For Under $200,000”

The Panda 38 isn’t a double-ender…

I guess that answers the question…

I see Will has a nice review: http://bluewaterboats.org/panda-38/

Thanks for catching my mistake. I like Will’s review of the Panda 38 @ http://bluewaterboats.org/panda-38 .

  • Pingback: 20 Best Aft Cockpit Sailboats Not Double Ended Under $200,000 « Jordan Yacht Brokerage

If I recall, the Pacific Seacraft 37 is nor a full keel.

I don’t remember ever seeing a Pacific Seacraft with a teak deck. You sure you even looked at these boats before you wrote this review

Thanks for another correction. You are right, and Bluewater Boats has a clear layout to prove it: http://bluewaterboats.org/pacific-seacraft-crealock-37/

Just meant the teak combing and caprail though I don’t think my critique is all that fair. Clearly need to rewrite this post. Thanks for the feedback.

I love your lists. How about  the best 48 ft -52ft  aft cockpit semi production for a cruising couple with a budget up to $500,000. 2 stateroom; safe; fast; classy; easy to sail; all the bells and whistles for sailing in the Bahamas, Carribbean- AC/Genset/ electric winches, etc. vs. a refit of a Hinckley or Morris.

Thanks mgshorn for the suggestion. I’ll make that next Wednesday’s post. RJ Sent from my iPad

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Cruising World Logo

10 Best Used Cruising Sailboats

  • By John Kretschmer
  • Updated: June 4, 2021

The appeal of offshore voyaging is difficult to explain to land people who can’t imagine life without basic human rights like copious quantities of hot water and unlimited data. It can even be challenging to explain to fellow sailors who think the notion of spending days or weeks at sea is a form of water­boarding, some kind of self-inflicted torture.

But for those of us who understand, who relish intimacy with the untamed wilderness that is the ocean and embrace self-­reliance and individual expression while accepting the ­dispassionate whims of Neptune, this is the good life.

There are two essential truths about this life: One, money does not matter. Cruising budgets and lifestyles reflect bank accounts with variously positioned commas; it’s the passages and landfalls that add up, not your investment portfolio. And two, a good bluewater sailboat — not necessarily an expensive boat, but a well-­designed, solidly built, imminently seaworthy boat that is only limited by your moxie and imagination — is the key to successful bluewater passagemaking.

So, to that second point, I’ve compiled a list of interesting and affordable cruising sailboats for serious voyaging. A list of 10 sailboats for any purpose, much less world cruising, is sure to evoke outrage from strong-minded sailors, who by nature tend to be a bit opinionated. Stand by before hurling insults my way, and let me explain. I have decided to stay away from the sailboats we know by heart, the iconic old boats that usually populate a list like this: the Westsail 32, Tayana 37, Shannon 38 and Valiant 40 (the last of which, with a bit of searching, can still be found at or just below $100,000).

My list of some of the best liveaboard sailboats is eclectic and includes a mix of well-known and obscure manufacturers, but all the boats are linked in three ways: All are top-quality vessels capable of crossing oceans. They’re affordable, although in a few cases you have to look for older models in less-than-stellar condition to stay below $100,000. Indeed, in some ways, this list of used sailboats is a function of age; most of the boats were priced at more than $100,000 when new but have dipped below our self-imposed threshold in middle age. And finally, they’re all boats that I have encountered in the past few years in far-flung cruising destinations .

Island Packet 35

Packet 35

Love them or loathe them, Island Packets are everywhere. To some, the beamy, full-keel, high-freeboard hull designs seem quaint, to put it charitably. To others, the robust construction standards, roomy interiors and overall user-friendliness make them the ideal cruising boat. More than most, sailing vessels are compromises, and Bob Johnson and his crew at Island Packet were brilliant in prioritizing the needs of sailors. The IP 35 was introduced in 1988 and features a huge cockpit, an easy-to-handle cutter rig with a jib boom, and a clever, comfortable interior with the volume of many 40-footers. It might not be the fastest boat upwind, but the long waterline translates to good performance off the breeze, meaning the IP 35 finds its stride in the trade winds. In all, 188 boats were built before production stopped in 1994.

Don’t confuse the IP 35 with the IP 350, which was launched in 1997 and included a stern swim step. You won’t find a 350 for less than $100,000, but you will have a choice among 35s, especially those built before 1990. With two nice staterooms, the 35 is ideal for family cruising. I know of a couple of 35s that have completed the classic Atlantic Circle passage. It’s perfect for a sabbatical cruise because it holds its value and there’s a ready market when it comes time to sell.

Prout Snowgoose 37

Prout Snowgoose 37

There’s no room for discussion: Catamarans are crossing oceans, and many sailors are choosing cats for world cruising. My last visits to the Azores and Canary Islands, the classic Atlantic waypoints, proved the point. I’m not much of a statistician, but by my count, at least a quarter and maybe a third of the boats I saw were catamarans. There would be more on this list, but they are just too expensive. Finding a quality catamaran for less than $100,000 is tough. One boat to consider is the classic workhorse multihull, the Prout Snowgoose 37.

When the Snowgoose 37 was launched in 1983, English builder Prout & Sons had already been in business for nearly 50 years. The 37 was an updated version of the Snowgoose 35, one of the most successful cruising cats ever. In 1986, the 37 was updated again; the Snowgoose Elite model included more beam and interior upgrades. These models are challenging to find for under $100,000, but it’s possible. A quick glance at yachtworld.com shows several of both models available for less than $100,000. Again, the strong dollar makes European boats an excellent value.

The Snowgoose 37 is not sexy like go-fast cats, and not roomy like modern cruising cats. It is, however, seaworthy. Of the 500 built, many have circumnavigated. Older boats have solid fiberglass hulls, and more recent models are solid glass from the waterline down and cored above. The cockpit is rather compact by catamaran standards, and the bridgedeck is solid (no tramp). Many 37s and all Elites were rigged with staysails, a big plus in heavy weather. The masthead-­rigged Snowgoose 37 can be sailed like a monohull offshore, and it’s quite nice not having a huge, roachy mainsail to wrestle with in a storm. With a 15-foot-3-inch beam for the 37 and a 16-foot-3-inch beam for the Elite, it’s easy to find affordable dockage and yards for haulouts. Most boats have three double cabins, making the Snowgoose 37 an ideal family cruiser.

Corbin 39

The Corbin 39 is not as well known as it should be. It’s a capable bluewater sailboat cruiser with many impressive voyages logged. My Quetzal spent several weeks moored alongside a handsome 39 in Corfu that had sailed around the world, and I also spent a winter in Malta in the same boatyard as another 39 that had recently crossed the Atlantic. A canoe-stern, flush-deck pilothouse cutter, the 39 was offered with either an aft or center cockpit. Designed by Michael Dufour and constructed by Corbin les Bateaux in Canada, hull number one was launched in 1977. Built in various locations in Quebec, 129 boats were launched before a fire destroyed the deck tooling in 1982. A new deck with a larger cockpit was designed, and 70 more boats were laid up before production ceased in 1990.

The rub on the Corbin 39 is that the majority of boats were sold as kits with owner-­finished interiors. Kits varied from just hull-and-deck to “sailaway,” with everything fitted except the interior. Only 15 boats were finished at the factory. Not surprisingly, the interior quality is unpredictable, from rough-hewn lumberyard specials to beautifully handcrafted gems finished by marine professionals. The difference is reflected in the price. A nicely finished, well-equipped model from the mid-’80s typically sells for between $60,000 and $80,000.

The hull shape features a long fin keel and skeg-mounted rudder. The hulls are heavily laid up and include Airex coring. Early decks were plywood-cored, but most boats have Airex in the deck as well. Ballast is 9,000 pounds of internal lead, translating to a 40 percent ballast-to-displacement ratio. The wide flush deck is spacious, and the sleek pilothouse usually includes inside steering. Massive double anchor rollers are incorporated into the bowsprit in later models. Most boats include a double-­spreader spar, and almost all were set up as cutters. There’s plenty of freeboard, which becomes obvious below. While interior arrangements vary considerably, there’s a lot of room to work with. I prefer the post-1982 aft-cockpit 39s; they’re generally of a higher quality than earlier boats.

Cabo Rico 38

Cabo Rico 38

“The Cabo Rico 38 hull shape is the one in which everything came together best,” wrote Bill Crealock in his design notes. He might have changed his mind later in life, considering that the Cabo Rico was introduced in 1977 and he designed many boats after that, but few will dispute that this 38-foot cutter, built in Costa Rica, is flat-out beautiful. From the clipper bow to the sweet sheer to the abundance of honey-colored teak, the Cabo Rico 38 is a boat to inspire the most practical among us to quit their job, buy this vessel, and head for the South Pacific.

Not surprisingly, many people have done just that. Cabo Rico built 200 full-keeled 38s, with most of the production occurring in the 1980s. There’s always a selection of boats for sale for less than $100,000. Cabo Rico was an outlier among manufacturers of the time, building serious cruising boats in Central America instead of Taiwan, but quality control was always excellent. The full keel is slightly cutaway, and the rudder is attached to the trailing edge. The prop is in an aperture and totally protected, but not well suited to backing into a slip. Full-keel boats may make some younger sailors cringe, but the CR 38 has a very soft ride in rough seas and heaves to effectively. It also has a solid fiberglass hull with a layer of balsa for insulation. Sometimes it’s noted that the hull is balsa-cored, but it’s not. After about hull number 40, lead was used instead of iron for internal ballast. The deck is balsa-cored, however, and there’s a substantial bulwark. Items to be wary of are the teak decks (most 38s have them) and the fittings supporting the bobstay.

A true cutter rig, the 38 has just under 1,000 square feet of working sail area and performs better than most people suspect. The staysail was originally set on a boom that cluttered the foredeck and limited sail shape. Many boats have been converted with furling staysails sans the boom — a nice upgrade. When the wind pipes up, the 38 tracks nicely with a reefed main and staysail. I encounter 38s all over the Caribbean. They’re easy to spot; they’re the beautiful boats in the anchorage.

Tayana Vancouver 42

Tayana Vancouver 42

Ta Yang, builder of Tayana sailboats, has been building capable cruising boats forever, it seems. The Robert Harris-designed Tayana Vancouver 42 has been a mainstay of the serious cruising fleet since the day it was launched in 1979, and is still in demand today. The company built 200 boats, mostly in the ’80s and early ’90s, although a few V42s were built into the 2000s. With a bit of digging and some haggling, you can find boats for less than $100,000, but they’re likely to be older models. As of this writing, yachtworld.com has eight V42s listed, with three asking less than $100,000.

I’ve encountered the V42 all over the world, and in my yacht-delivery days, I had the pleasure of delivering a couple of 42s up the East Coast and down to the Caribbean. The double-ended hull shape with a fin-skeg underbody is stiff and seaworthy, if not wickedly fast. Considering the rugged construction, with a solid fiberglass hull and balsa-cored deck, nobody has ever accused Ta Yang of going light on its boats. Ballast is internal iron, a massive single casting that weighs in at 11,800 pounds. Ta Yang has evolved as a builder, and later models included upgrades like vinylester resin and larger Yanmar diesels.

A true cutter, the V42 has a double-spreader rig and is heavily stayed. The seagoing deck is cambered to shed water. Teak decks, with all their virtues and vices, were common; I’d look for a boat that’s been de-teaked. Like the Corbin 39, the V42 came with either a center or aft cockpit, although most boats were aft-cockpit models. The aft cockpit is deep and secure, if a bit tight due to volume sacrificed by the canoe stern. The center cockpit is cramped but offers excellent visibility. The interior is lovely, with exquisite Taiwanese joinery. Although interior arrangements vary because Ta Yang encouraged owner input, across the board, this is a friendly boat for living aboard. The aft-cockpit model includes one head and a traditional layout with excellent light and ventilation. The center-­cockpit model features a large owner’s stateroom aft.

Wauquiez Pretorien 35

Wauquiez Pretorien 35

The Pretorien 35 does not pay homage to tradition. The Euro-style low-slung wedge deck and flattish lines were thoroughly modern when the Pretorien was launched in 1979. Sure, there are IOR influences in this well-proven Holman & Pye design, including a slightly pinched stern, cramped cockpit, and a high-aspect, short-boom mainsail that results in a large fore­triangle. But a small main is easy to handle offshore, especially in squally conditions, and a large poled-out furling genoa provides a low-stress way to cross oceans. The test of a design is revealed long after the launch, and the Pretorien has aged brilliantly. It’s often mistaken for a Swan or Baltic. Famed voyager and author Hal Roth chose a Pretorien for his last boat.

Below the water, which is what really matters at sea, the Pretorien pushes the right buttons for serious sailing. A fine entry provides enough of a forefoot to prevent pounding in lumpy conditions, and as on the Valiant 40, the fin keel incorporates a stub to which the external ballast is fastened. The rudder is mounted well aft for excellent steering control, especially on a deep reach, and is tucked behind a narrow but full-length skeg. The Pretorien displaces 13,000 pounds, of which 6,000 pounds is ballast, translating to a stiff, seakindly boat.

The construction is superb. The solid fiberglass hull includes longitudinal stringers that stiffen the panels and encapsulate the bulkheads. Tabbing and fiberglass work is first-rate throughout. Wauquiez was one of the first builders to use solid laminate beneath high-load deck fittings. The side decks are wide and, with the chainplates well inboard, easy to navigate. The interior arrangement is conventional, but ample beam amidships helps create a surprisingly spacious feel below.

There were 212 Pretoriens built during a seven-year production run, so there’s usually a good selection of boats on the used market. Today’s strong dollar makes European Pretoriens an excellent value.

Gulfstar 44

Gulfstar 44

Gulfstar had a terrible reputation in the early ’70s: It was infamous for producing wide-body motorsailers with tiny rigs and chintzy Formica interiors. Company founder Vince Lazzara was adept at reading market trends and upped his game in the late ’70s and ’80s. Lazzara, who also founded Columbia Yachts, was a veteran of the production-­sailboat wars and realized that buyers were demanding high-quality boats that sailed well. The Gulfstar 44 was launched in 1978, and 105 were sold before the company started producing the Hirsh 45 in 1985.

Some mistake the G44 for a Bristol, and it has a similar profile, right down to the teak toerail and raked cabin trunk. A sleek center-­cockpit design, the hull shape features a 5-foot-6-inch fin keel, a skeg-hung rudder and moderate proportions. I know the boat well, having delivered one from Bermuda to Annapolis and another from Fort Lauderdale to Boston. It has a nice ride in lumpy seas and powers up when the big genoa is drawing on a reach. The construction is typical of the time, with solid fiberglass hulls and cored decks. Gulfstars were known to blister, and it’s likely that any 44 you find will have had an epoxy bottom job along the way — and if it hasn’t, it will need one. The keel-stepped spar has an air draft of 55 feet. Some owners have modified the sloop rig with a staysail. The cockpit is roomy, especially for a center-cockpit design, although there’s not much of a bridgedeck. All sail controls are led aft. Lazzara was an early proponent of this feature, and the boat is user-friendly overall.

The interior sells the boat. It’s nicely finished in teak, and the layout is made for living aboard. The aft cabin includes an enormous double berth with an en suite head and stall shower. The main saloon is spacious and well ventilated, although beware of the plastic opening portlights. If you are looking for a comfortable, well-built center-cockpit cruiser but can’t find one that you can afford, track down a Gulfstar 44; you’ll be pleasantly surprised.

Nordic 40

Any list of bluewater cruising sailboats must include a Robert Perry design. I could have easily put together nine Perry boats for this list. The Nordic 40 may surprise some, especially because 40 feet is an iconic length, bringing to mind such boats as the Valiant 40, Hinckley Bermuda 40, Bristol 40, Pacific Seacraft 40, Passport 40 and others. The trick is finding a 40-footer for less than $100,000. Nonetheless, the Nordic 40 and its larger sister ship, the 44, are among my favorite boats.

Based in Bellingham, Washington, Nordic produced world-class yachts during its brief production run in the 1980s. Only 40 Nordic 40s were launched between 1982 and 1987, but they’re worth seeking out on the used-boat market. The 40 features the classic double-ended Perry hull shape, with a fine entry, a deep and powerful fin keel, a skeg-mounted rudder positioned well aft, and a reverse transom. Freeboard is moderate and the sheer line is subtle, but to my eye, with its double-spreader rig and gently sloping deck line, the boat is poetry in the water.

The hull is solid fiberglass and the deck is balsa-cored, with solid laminates below loaded-up deck fittings. Original boats came with Navtec rod rigging and a hydraulic backstay, but many have been upgraded by now. Sail-control lines are led aft to the compact but functional T-shaped cockpit. The traveler is forward of the companionway, allowing for a cockpit dodger. The Nordic 40 is nimble in light to moderate breeze but can also stand up in a blow and heave to decently.

The interior is well suited to a cruising couple. It’s really a two-person boat, with a V-berth forward and large C-shaped galley aft, with plenty of counter space and a huge fridge. It includes the normal deft Perry touches — excellent sea berths, a separate stall shower and generous tankage. If you do find a Nordic 40 on the used market, be sure to take a hard look at the Westerbeke diesel and the V-drive transmission.

Pacific Seacraft 34

Pacific Seacraft 34

A handsome, nimble and capable double-ender by legendary designer Bill Crealock, the Pacific Seacraft 34 is well proven, with scores of ocean crossings in its wake.

After the boat was first launched as the Crealock 34 in 1979, Pacific Seacraft introduced a fifth model years later, a scaled-down version of the popular PS 37. Though expensive at the time, the 34 was another success story for one of America’s premier builders, and hundreds of boats were built in the company’s yard in Santa Ana, California. There is always a good selection of used boats available for less than $100,000. Another nice perk for used-boat buyers is that the 34 is back in production at the reincarnated Pacific Seacraft yard in Washington, North Carolina, providing an outlet for parts and advice. The company is now owned and operated by marine archaeologist Stephen Brodie and his father, Reid.

The 34 blends traditional values above the waterline with what was then a more modern underbody, with a long fin keel and skeg-hung rudder. A bit hefty at 13,500 pounds of displacement, the design otherwise is a study in moderation, and drawn with a keen eye toward providing a soft ride in a seaway and staying on good terms with Neptune in a blow.

The hull is solid fiberglass, and early decks were plywood-­cored before Pacific switched to end-grain balsa. The hull-to-deck joint incorporates a molded bulwark that offers added security when you’re moving about on deck, and a vertical surface for mounting stanchions.

Most 34s are cutter-rigged for versatility but carry moderate-­size genoas instead of high-cut yankees for more horsepower off the wind. Down below, the layout is traditional, but the 6-foot-4-inch headroom is a pleasant surprise. The Pacific Seacraft 34 is perfect for a cruising couple.

John Kretschmer is a delivery captain, adventurer and writer, whose own boat Quetzal , a 1987 Kaufman 47, has seen a refit or two over the years. His latest book is Sailing a Serious Ocean: Sailboats, Storms, Stories and Lessons Learned from 30 Years at Sea , also available on his website .

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Home » Blog » Bluewater sailboats » The best bluewater sailboats under 40 feet (we analyzed 2,000 boats to find out)

The best bluewater sailboats under 40 feet (we analyzed 2,000 boats to find out)

By Author Fiona McGlynn

Posted on Last updated: August 17, 2023

What are the best bluewater sailboats under 40 feet?

Last year we analyzed 2,000 offshore designs to bring you a list of the most popular bluewater sailboats .

However, most people are searching for a boat in a particular size class. So, we decided to do a double-click and look at the best sailboats under 40 feet for offshore sailing.

If you’re interested in an even smaller boat, there are plenty of great options under 30 feet in our list of the best small sailboats for sailing around the world .

The characteristics that make a sailboat a bluewater sailboat are a hotly debated topic, so we wanted to use real-world data and find out what cruisers are using to cross oceans and sail around the world.

We looked at 2,000 boats that entered the Pacific Puddle Jump  (PPJ) over the last 12 years. For those of you who aren’t familiar with the PPJ, it’s a rally that crosses the Pacific ocean.  We took part in 2017 and had a ball!

Also, if you’re looking to buy one of the bluewater boats on this list, you might want to check out our post on the best places to buy used boats and how to find free or cheap boats for sale .

Just be aware that a bluewater boat isn’t necessarily offshore-ready. Our top five picks are all older boats and will undoubtedly require work.

Every cruiser we know made substantial repairs and additions before going offshore: adding watermakers , life rafts, solar panels, and more.

Also, always have a boat inspected by a professional and accredited marine surveyor before buying it or taking it offshore.

So, without further preamble, here are the best bluewater sailboats under 40 feet.

The best bluewater sailboats under 40 feet

1. the westsail 32.

Westsail 32 sailboat

The Westsail 32 is one of the most iconic bluewater cruisers. Built by the Westsail Corporation in the 1970s, this plucky, small sailboat has developed a cult following over the decades. Since 2009, 19 have set out to cross the Pacific in the PPJ rallies.

The Westsail 32 is known for its sturdy construction, seaworthiness, and classic looks. In fact, it set the standard for what a real bluewater cruiser should look like. In 1973, the Westsail 32 was featured in Time magazine and inspired many Americans to go cruising.

Though popular, this boat has earned the unenviable nickname “ Wetsnail 32″, a reference to its poor ability to windward and sluggish performance. But Westsail 32 owners don’t care that they won’t be winning any races.

What the boat lacks in speed it makes up for in classic looks and excellent offshore cruising characteristics. Many owners have crossed oceans and circumnavigated the globe in their Westsail 32s.

2. Tayana 37

Tayana 37 sailboat

The Tayana 37 is a wildly popular Bob Perry design. It first rolled off the production line in 1976 and there are now several hundred of them sailing the world’s oceans.

Above the waterline, the Tayana 37 boasts beautiful traditional lines. However, Perry wanted to avoid the unenviable (read: sluggish) performance characteristics, associated with double-enders.

So, he designed the Tayana 37 with a cut-away long keel and moderate displacement, maintaining the classic look, while achieving reasonable performance.

The Tayana 37 has a devoted following of offshore enthusiasts. Since 2009, 12 Tayana 37s have set out to cross the Pacific in the PPJ rallies.

Read more about the Tayana 37 in this Practical Sailor review .

3. Hans Christian 38T

Black and white photo of Hans Christian 38T Sailboat

The Hans Christian 38T is a full-keeled, heavy displacement bluewater boat with a long bowsprit and a clipper bow, giving it a distinctive appearance. It was first introduced in 1976 and was produced until the early 1990s.

If you hadn’t already guessed, the “T” in the name stands for “Traditional”. Like many boats on this list, it takes a cue from Crealock’s famous Westsail 32 which sparked a craze in the 1970s and 80s for Scandinavian-style doubled-enders.

It’s gained a reputation as a capable and seaworthy cruising yacht. Many owners have crossed oceans and completed circumnavigations in Hans Christian 38Ts.

By our count, eight Hans Christian 38Ts have participated in Pacific Puddle Jump rallies over the last 12 years.

4. Island Packet 380

Drawing of Island Packet 380 sailboat

I’ve always considered Island Packets the Rolls-Royce of the bluewater boat world. Their distinctive cream-colored topsides make them easy to spot and their robust bluewater construction makes them the envy of many far-flung anchorages.

Designed by Bob Johnson and built by Island Packet Yachts in Florida, the Island Packet 380 was first introduced in 1998. 169 were built before 2004, over which time it gained a reputation as a capable and comfortable offshore cruiser.

Having been built in the ’90s and early 2000s, this is a relatively newer boat. In many ways, it offers the best of both worlds, a classic-looking boat with all the modern cruising conveniences.

The Island Packet 380 design prioritizes safety and stability. It also has several offshore features including standard twin bow rollers, a divided anchor locker, and ample storage for cruising gear.

Life below deck is comfortable too. With a 13-foot (4 meter) beam there’s plenty of room for liveaboard amenities.

The Island Packet 380 is a popular choice for long-distance cruising and offshore passages. Since 2009, six Island Packet 380s have set out to cross the Pacific in PPJ rallies.

Read more about the Island Packet 380 in this review by Yachting Monthly .

5. Ingrid 38

Drawing of Ingrid 38 sailboat

The Ingrid 38 is a double-ended sailboat that was originally designed for wood construction in 1938.

In 1971, Bluewater Boat Co. began building a fiberglass version. The design proved hugely popular and more than 140 were built.

With a full keep and heavy displacement, the Ingrid 38 epitomizes the traditional bluewater cruiser. Yet, it remains a well-loved design today. Since 2009, six Ingrid 38s have set out to cross the Pacific in PPJ rallies.

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Fiona McGlynn

Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.

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COMMENTS

  1. Double Enders

    The site for fans of double-enders and canoe stern sailboats. Search by design, designer, and individual vessel. And add your yacht today! Skip to main content. Menu. Quizzes. Sort Designs. Site Upgrades. About. Browse. Designs. 210. Adagio 27. Alajuela 33. Alajuela 38. Allegro 30. Allegro 33. Allegro 39. Amigo 40. Anastasia 32. Andromeda 48 ...

  2. Double Enders According to Perry (Guest Post by Bob Perry)

    For some reason double enders were seen as safer offshore boats. This probably came from the Colin Archer lifeboat tradition. But there were all sorts of strange theories as to why the double ender was the best hull form for offshore. "The stern parts the following seas.". I call this the "Moses effect".

  3. Advantages/disadvantages of double ended hull?

    Turning radius. As a boat turns in forward the outer point of a boats maximum turning radius is the corner of the transom. The narrower the stern, the smaller the circles the boat can make compared to boats of similar length. A boat with an 8 ft square transom may have a turning radius as much as 4 feet more than a double ender of similar length.

  4. Double Ender Sailboat Boats for sale

    Sailboat Westsail 28' blue-water cruiser cutter double ender single hander. Cutter rigged full keel blue-water sailboat. This vessel has a 24hp Volvo MD-11c engine that is very dependable and great on fuel. Due to this engine it is registered as an antique for $6-8.00 a year registration fee.The boat is set up for single handed sailing with new ...

  5. 24′ Double-ended voyager CAROL

    324 sq ft. D/L RATIO. 319. SA/DISP RATIO. 18.0. CAROL is in many ways my favorite pocket cruiser— a scaled-down and flatter-deadrise version of my popular FRANCES. She evokes an adventurous spirit that prevailed in the happy times of the late '70s when I designed her. At 24 feet she's as small as a prudent sailor would ever think of ...

  6. 26' FRANCES. A small double-ended cruiser.

    WITH THE SHORT, almost 6-foot headroom house, the interior of a Frances could feel much larger than you'd expect on a 26-foot boat. This is a custom WEST-system boat built in New Zealand. The Aft Head arrangement for the Frances with one seaberth and a permanent double.

  7. Double-ender for sale (sail)

    A used double-ender sail boat on TheYachtMarket.com ranges in price from £4,500 GBP to £1,670,000 GBP with an average price of £385,000 GBP. Factors including the condition, age, model and specification will affect the price of a double-ender. Used Sail Double-ender for sale from around the world.

  8. 39' Double-Ender

    Provided, again, that she is designed to make efficient use of her size. The design for this 39′ yawl was finished in 2012 and was developed from a 36′ sloop, designed some 12 years earlier. This lovely yacht is a one-off build, made from strip planking and sheathed in multi-directional glass and epoxy.

  9. 10 Best Aft Cockpit Double Enders For Under $200,000

    The below list consists of ten double ended, aft cockpit sailboats. In the 1970's, a canoe stern was standard on serious cruising sailboats popularized by the Westsail 32. In compiling my list, I tried to avoid many of the character type, teak laden, full keeled double enders. A canoe stern was mostly paired with a full keel until the design ...

  10. NORDICA 16

    Double-ended with long keel: Rigging Type: Fractional Sloop: LOA: 15.50 ft / 4.72 m: ... 1997), states that a boat with a BN of less than 1.3 will be slow in light winds. A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine ...

  11. 10 Best Used Cruising Sailboats & Liveaboards

    The 40 features the classic double-ended Perry hull shape, with a fine entry, a deep and powerful fin keel, a skeg-mounted rudder positioned well aft, and a reverse transom. Freeboard is moderate and the sheer line is subtle, but to my eye, with its double-spreader rig and gently sloping deck line, the boat is poetry in the water.

  12. Sakonnet 23

    Thi sis LaLa - the original Sakonnet 23. Designed by Joel White and built by Joe Norton III. We built the original boat that became the mold for the fiberglass Sakonnet 23 now manufactured by Edey and Duff. This is a time-proven design that we love dearly. Probably our most "famous" project, it has been featured in many articles and publications.

  13. Westsail 32

    The late 19th century Archer design was first adapted for pleasure sailing by William Atkin, who, in 1928, designed a 32-foot (9.8 m) double-ended boat called Eric based on Archer's 47' rescue boat design. This design was later refined into Thistle, which replaced Eric's gaff rig with a bermuda rig, and has a flush deck.

  14. The best bluewater sailboats under 40 feet (we analyzed ...

    The Ingrid 38 is a double-ended sailboat that was originally designed for wood construction in 1938. In 1971, Bluewater Boat Co. began building a fiberglass version. The design proved hugely popular and more than 140 were built. With a full keep and heavy displacement, the Ingrid 38 epitomizes the traditional bluewater cruiser.

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  16. Double ender boats

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  17. Joel White Designs

    The double-ended version of Martha's Tender was designed for pushing off of a beach into waves. The first of these designs was built for Joel's son, John, a lobsterman, as a means for reaching his moored lobsterboat. ... 18' Double Ended Pulling Boat (1997) This larger version of the Shearwater for two rowers was commissioned by a client in ...

  18. Skerry: 15-foot Double-Ender

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  19. Browse Double-Ender Sailboats

    Page through beautiful images of canoe stern designs and vessels.

  20. Double ender boats for sale

    Buy double ender boats. Double ender boats for sale on DailyBoats.com are listed for a range of prices, valued from $7,231 on the more basic models to $1,230,224 for the most expensive. The boats can differ in size from 5.7 m to 105.4 m. The oldest one built in 1926 year. This page features Lagoon Catamarans, Hallberg-Rassy Yachts, Finnsailer ...

  21. Dayboat Double Enders

    For those who want to build a classically designed double ended clinker craft, this boat has been developed from the Shetland Skiff and North American Peapod dinghy. Construction is greatly simplified from the conventional clinker method and kept to a low cost by using a stringer system to which 1/4'' ply strakes are pinned and shaped to ...

  22. Small open Scandinavian double-enders

    10-22-2010, 07:33 AM. Re: Small open Scandinavian double-enders Paul, JII is basically a slightly narrower version of the Arctic Tern, the Ness boat came first then it was slightly modified to be the JII, same length. The JII was modified to be 6 strakes and slightly broader beam, about 2", to be a little less tender.