nicholson 32 sailboat data

Yachting Monthly

• Digital edition

Nicholson 32: an ocean-going pedigree that lasts

• Duncan Kent
• March 8, 2021

Built entirely out of GRP, the Nicholson 32’s ocean-going pedigree remains desirable to this day, says Duncan Kent

A long keel and heavy displacement makes the Nicholson 32 ideal for coastal and offshore cruising. Credit: Genevieve Leaper

Product Overview

Manufacturer:.

The primary design considerations for the Nicholson 32 were to produce an easily handled yacht of moderate dimensions, capable of a sea-kindly sailing performance in all conditions.

She was to have the classic looks of a traditional wooden yacht but was in fact one of the first offshore cruisers to be built entirely out of GRP, to a high specification and enviable build quality.

A little history of the Nicholson 32

The Nicholson 32 was a development of the successful South Coast One Design (SCOD) and other proven Charles Nicholson designs like the nine-tonner, Jolina .

Charles’ son, Peter, believed demand for custom yachts was dwindling and glass-fibre production yachts were the future.

The Nicholson 32 had to meet three criteria.

It had to be about 32ft (9.7m) long, easy to build and cost less than £5,000 at the time.

The hulls were moulded by Halmatic in Portsmouth and mainly fitted out by Camper & Nicholson.

For maximum strength and integrity, the hull, deck, ballast, bulkheads and furniture were all bonded together.

Most have suffered from osmosis over the years and many will have been peeled, dried and re-gelled.

The Nicholson 32 was one of the first yachts designed for GRP production. Credit: Simon Braunholtz

Make sure the cost of any osmosis remedial work is reflected in the price.

The marque went through 11 model upgrades, including some quite major redesigns.

The 1963 Mk I models (1-6) had mahogany joinery and individually built furniture.

A few changes were made for the Mk II (7-10), most importantly aluminium spars.

A good many more additions were made to the Mk III (11-40) and the Mk IV yachts (41-87), including a cockpit sole engine hatch, U-bolt chainplates, aluminium framed windows and a teak interior.

By 1966, the Mk V boat (88-111) was in production with numerous enhancements to the engine compartment and a stainless-steel fuel tank.

Further refurbishments to the interior, including replacing the pilot berth with a pull-out double, denoted the Mk VI (112-147) and Mk VII (148-190) yachts, while the Mk VIII (191-236) models had new windows and hatches.

There was no Mk IX but the Mk X (237-329) underwent major modernisation and restyling.

The freeboard was raised 3in/75mm, enabling the coachroof to be lowered and the windows redesigned.

Her cockpit was enlarged by removing the afterdeck, increasing her length to 10m/33ft, and the offset companionway was moved to the centreline.

Myriad other modifications were incorporated, including new scuppers, bow roller, locker drains and handrails, a better 12-volt electrical system and the interior was again updated.

In 1977, Halmatic built another 40 Mk XI models, after modifications to make it cheaper to build.

They introduced GRP furniture modules, a restyled galley, a quarterberth behind a forward-facing chart table and optional wheel steering.

Down below on the Nicholson 32

Early models had a basic layout.

The positioning of the water and fuel tanks above the keel left plenty of stowage beneath the bunks.

She had comfortable twin berths in the forepeak and two 1.93m/6ft 4in straight settees in the saloon, plus a pilot berth above the port settee.

From the Mk IV the latter was removed and replaced by a double, formed by sliding a board out from under the settee.

It wasn’t until the Mk X model that she gained a quarterberth.

The heads were forward of the saloon, with a sink opposite.

Sliding both forecabin and saloon doors closed gave privacy and plenty of room for washing.

The galley on older models is basic with a single sink. Credit: Bob Aylott

The original galley was pretty rudimentary, with a non-gimballing Primus stove and a single sink with hand-pumped cold water.

Stowage was reasonable, though, and most will have been upgraded by owners.

Headroom is 1.83m/6ft throughout the saloon/galley area.

The chart table was originally a longitudinal, stand-at affair, but was later (Mk X+) moved to port, turned sideways and used the settee as a seat.

That allowed the galley to be enlarged to take a gimballed cooker. On deck Her cockpit is roomy and high coamings keep the spray out and crew in.

Stepping out onto the side decks is safe as they are wide and uncluttered.

The coachroof-mounted handrails are well within reach as far as the shrouds and her raised, teak-capped gunwales provide good foot bracing.

There were originally difficulties with moulded-in stanchion sockets, causing the decks to craze if any substantial sideways pressure was put on them.

The MK IV has a teak interior. Credit: Bob Aylott

Separate metal bases were used in later models.

The foredeck is roomy thanks to her broad shoulders and pre-1972 models have a moulded recess to accommodate a Danforth anchor.

This intruded into the forecabin quite noticeably, along with the chain pipe taking the rode down to a chain locker beneath the bunk.

The recess was finally removed in the Mk XI and replaced with a self-stowing, stemhead anchor roller for a CQR.

Her running rigging is simple, with long genoa tracks atop the bulwarks leading to large primary winches aside the helm.

Pre-Mk X models had the mainsheet track along the afterdeck, which was later moved to just abaft the rudder stock.

Rig & sails

All models were masthead rigged with a relatively short mast and a full set of stout shrouds.

Silver anodised masts from Proctors were installed from the Mk II model onwards and had a single set of straight spreaders.

Every model is masthead rigged. Credit: Genevieve Leaper

She came with several hanked-on headsails at first, but a furling genoa was later provided as standard instead.

Some had an optional inner forestay (often removeable) for rigging a storm jib.

Her well-balanced seakeeping qualities and comfortable motion were accomplished by giving her a heavy displacement, long overhangs, a full keel and a 50% ballast ratio.

A 24ft waterline, broad shoulders and high wetted surface area means she isn’t particularly quick in modern terms, especially in light airs, but that said she is stiff, stands up well to full sail, is relatively light on the helm and exhibits very little leeway.

Her bluff bows and relatively broad shoulders can make her baulk sailing close-hauled in heavy seas, but usually freeing her off a few degrees cures the problem.

The stepped coachroof on the Mk IV gives extra headroom. Credit: Bob Aylott

Her buoyant bow sections can produce a tendency to yaw downwind, so many advise adding some ballast up forward.

The combination of her short mast, hefty lead ballast, full keel and buoyant hull means she rarely heels beyond a comfortable ‘lean’.

Her barn door-style rudder can induce a little weather helm when pushed, but in mitigation the rudder never loses its bite, meaning she’s unlikely to broach in big seas.

Under power

Originally a 29hp diesel Watermota Sea Panther provided the power.

Like all long-keelers the Nicholson 32 was awful going astern under power.

The trick was to build up a little speed some way off where you wanted to end up and then knock it out of gear using the speed through the water to steer.

Too much speed, though, and the tiller would be ripped out of your hands!

Owners’ experiences

S/Y Fals Cappa (Mk VII, HN 171, LD 1969)

Alan Thorne, 63, has owned the five berth Mk VII model for 10 years and says she’s a delight to sail.

Under his ownership he has carried out numerous improvements, including upgrading the headsail winches to self-tailing, adding spinnaker winches and Aries wind vane steering, plus many of the usual upgrades to modernise the electronics.

He has also removed the furling headsail in favour of hank-on sails.

Fals Cappa has hank-on sails. Credit: Alan Thorne

Fals Cappa had already had her engine replaced when he purchased her.

‘I have found no faults in the design or construction,’ he notes.

Now widowed, he sails singlehanded along the East and South Coast, as well as to France, Belgium and Holland.

Asked how she sails, Alan says: ‘Wonderful! She sails like a dinghy, beautifully balanced, secure and reassuring in all sea conditions that I’ve encountered. Cuts through waves while other yachts are slamming or rounding up.

‘With an autopilot and wind vane a Nicholson 32 is a delight to sail single-handed. During the past couple of years, I have raced her single-handed too and thoroughly enjoyed it, although changing hank-on headsails mid-race is a tad exciting on short legs!’

S/Y Ballyhoo (Mk VIII, HN 203, LD 1970)

Sandy, 76 and Josephine, 72 Tyndale-Biscoe have owned Ballyhoo since 1999, and now keep her in Falmouth.

The couple both learned to sail dinghies as children.

Sandy also sailed the RNE Manadon college’s Morgan Giles 43 yachts when he was in the Royal Navy.

‘We were given an Albacore after we married, but found that small children and large, high-performance dinghies do not really mix. So, after some years canalling in a narrowboat, we bought Vin Rosé , a British Folkboat with a doghouse,’ says Sandy.

The couple have also owned a Fisher 25 Freeward before buying Ballyhoo at the Lymington Used Boat Show.

The Nicholson 32 had 11 model upgrades. Credit: Sandy & Josephine Tyndale-Biscoe

‘She is, I think, unique in having a deck-stepped mast. We replaced her engine with a 24hp Beta Marine in 2014. Otherwise,’ Sandy says, ‘she is original. We have found no faults beyond the usual wear and tear common in any boat of her age.

‘ Ballyhoo has plenty of sail for the conditions where we sail. I generally use the Nº1 jib and take a reef above 12kts true wind. Once, during a Channel crossing in a westerly Force 6, the jib furler jammed, so we dropped the main and proceeded under genoa alone.

‘Unable to cross the Chichester Bar for three hours forced us to beat up the Solent for shelter. Discovering that Ballyhoo would sail to windward under genoa alone in such conditions gave us enormous confidence. I like the security of knowing that she is able to stand up to practically anything the weather can throw at her.’

S/Y Hy-Brasail (Mk IV, HN 85, LD 1965)

Simon Braunholtz, 62, has owned Hy-Brasail for eight years, in which time he has fitted a removable inner forestay and a diesel heater.

Before crossing the Atlantic, her previous owner led all lines into the cockpit to simplify reefing.

‘When I bought her there were leaky deck fittings and windows, which we fixed. Hy-Brasail has the pilot berth behind the port settee, which Simon says, ‘is an excellent berth for off-watch crew and extremely useful for stowing bags on passage.’

A flexible water tank in the forepeak feeds a foot-pump at the galley and the previous owner fitted a fridge.

She has a wind generator to keep the batteries topped up.’

For several years Simon kept Hy-Brasail in Scotland before moving her to Falmouth and finally Devon.

All lines on Hy-Brasail lead into the cockpit to simplify reefing. Credit: Simon Braunholtz

‘The Nicholson 32 is a lovely boat to sail. Her deep long hull with over three tonnes of lead ballast takes her through seas without bouncing around or slapping the water, although her low freeboard means the toe-rails sometimes get wet. She is comfortable for two, although comfort is a relative term. She was built at a time when people wanted adventure on the water, rather than a chilled Chardonnay tied to a pontoon.

‘The Bukh 24 engine has proven reliable, with regular maintenance. Motoring backwards is “interesting”, but I’ve become accustomed to it.’

Simon also owns a 1970 Mk VIII model, Splashdown (HN 212), moored on the west coast of Scotland.

‘The main difference is she has no pilot berth so the settee is set further back. The additional space makes her more comfortable than Hy-Brasail and the cabin table is larger.

‘She is equipped with radar, AIS, a chartplotter, wind generator and an Aries wind vane, which I have rebuilt. Being previously kept in the Mediterranean, she also has a hatch in the main cabin to improve airflow.’

What the experts say about the Nicholson 32

Nick Vass, Marine Surveyor B,Sc B,Ed HND FRINA MCMS DipMarSur YS

www.omega-yachtservices.co.uk

A proper-looking yacht with more freeboard (and therefore dryer) than other Folkboat-inspired yachts such as the Contessa 32 and Twister.

A handsome boat with grown up gunwales and a proper long keel.

Joinery was made to a very high standard and these up-market yachts were equipped with good quality seacocks and deck furniture.

The Nicholson 32 enjoyed a very long production run and evolved through many models and updates.

The defect that I discover most frequently on them is osmosis.

Full-blown, proper inter-laminate osmosis and not the ‘almost osmosis’ that you find between the laminate and layers of gelcoat on a Westerly, for instance. I commonly find osmosis with other Halmatic boats, such as Nelson motor cruisers and pilot boats.

It could be that Halmatic used the same resins as Westerly at the time, which also suffer.

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Another theory is that, whilst obsessed with attaining and keeping Lloyds A1 Scantling Certification, Halmatic tended to over-consolidate the resins into the chopped strand glass-fibre matting and cloth, leaving them a little dry.

Saying that, just about all Nicholsons and Halmatic yachts that have suffered from blistering will have been treated by now.

If buying one, look out for blistering as epoxy treatment only tends to last around 10 years.

The last Nicholson 32 I surveyed still had its original Watermota Sea Panther 30hp engine.

It wouldn’t start so the broker called a young marine engineer to get it going.

He looked at me in disbelief when I told him it was a Ford Consul/Cortina petrol engine with a diesel cylinder head!

He thought that I was messing with him when I further explained that the starter motor was not powerful enough to get a diesel going so there was a special switch to join the batteries in series so they whacked out 24 volts.

Although Watermota engines are actually very good (the company is still making engines in Devon), most of these will have been replaced by now.

Deck joints and stem head fittings have been known to part on some models, but most are likely to have been rectified already.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

www.bensutcliffemarine.co.uk

I’ve had the pleasure of surveying many of these well-built yachts.

The issues of moisture are common in all of them although the ones I’ve dealt with haven’t been particularly deep, as most of the boats built by Halmatic had clear resins that generally don’t absorb moisture in the same way as pigmented resin.

As they are predominantly laminated from chop strand, any moisture will be held longer due to the short glass filament strands.

I’ve had no issues with the encapsulated fin keel and ballast incorporated within its lower forward production.

The GRP rudder was hung from the end of her keel moulding and suitably supported.

But I have had a few loose bronze cast shoes, and fastenings should be checked for moisture ingress.

Lastly, be aware that some older boats I’ve surveyed have had a gas locker that drains below the waterline, which will need a rethink.

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Nicholson 32 mk X - XI

The nicholson 32 mk x - xi is a 33.01ft masthead sloop designed by charles a. nicholson / peter nicholson and built in fiberglass by halmatic ltd. between 1972 and 1981., 132 units have been built., it accomodates 5 people in 1 cabins plus salon..

The Nicholson 32 mk X - XI is a heavy sailboat which is slightly under powered. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally small. There is a short water supply range.

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Practical Boat Owner

• Digital edition

Nicholson 32 review and test sail

• Rupert Holmes
• August 7, 2020

Rupert Holmes test sails the Nicholson 32, one of the most desirable early glassfibre yachts and still a great second-hand buy

(photo: Genevieve Leaper)

The Nicholson 32 was one of the first production-built GRP yachts of its size. It quickly gained a reputation for being an ultimate go-anywhere cruiser that was also fitted out to a high standard. Some 370 were built over an 18-year period, following the launch of the prototype in 1963, and examples have ventured to all parts of the globe.

Well known boats include Claire Francis’s Gulliver G , a 1966 model in which she completed her first solo Atlantic crossing in 1973.

More recently, Tony Curphey briefly became the oldest person to complete a non-stop circumnavigation via the Southern Ocean on board Nicola Deux when he completed the Longue Route last year.

Profile: Tony Curphey – 77,600 miles and still going strong!

At the same time, many Nic 32s have been used as excellent family cruisers.

Nicholson 32 – multiple versions and updates

The boat was the result of a partnership between pioneering glassfibre moulding company Halmatic and the Camper & Nicholson design office and shipyard. It was designed by Charles A Nicholson and his son Peter, whose family had an enviable reputation for yacht design, including America’s Cup challengers Shamrock and Endeavour , plus a long string of desirable custom ocean racing and cruising yachts.

Very heavy displacement was married to a high ballast ratio, slender beam and ‘a cod’s head and mackerel tail’ hull form. This shape, with full forward sections and relatively slender aft, had long been believed by British designers to produce a fast and sea kindly hull. And it creates more forecabin space than might be expected given the Nic 32’s relatively narrow overall beam.

In the early 1960s no one knew how strong glassfibre boats needed to be and construction is of massively thick chopped strand mat. It’s a crude construction by today’s standards, but benefits from being strong and easily repaired.

Part of the reason for the boat’s long-standing sales success was a constant stream of improvements, modifications and updates, with new versions launched for almost every London boat show during the 1960s.

Most of these new models reflected a large number of small changes and it was not until the advent of the MkX in 1972 that the boat was substantially changed. This version has an additional three inches of freeboard, the hull length increased to 33ft, and a more streamlined deck moulding. The result was a more modern looking boat, with additional space and a much higher standard of fit out than the earliest boats.

Our test boat Beduin is an extensively restored and upgraded 1964 example that has been owned by Aleko Stephan for more than 30 years. Before that she was his father’s boat, who bought her in 1981 when living in Belgium while Greece was ruled by a military junta. She was then sailed with the family through the European canals to the Gulf of Volos, in the north-west Aegean. The boat has been based there since 1982, but has cruised extensively.

Nicholson 32 Beduin off Patagonia, Chile: Powering upwind in a breeze. Photo: Genevieve Leaper

Beduin sailing off the coast of Limnos, Greece. Photo: Rupert Holmes

Nicholson 32 Beduin in the Falklands: Nicholson 32s have a reputation for being solid, go-anywhere cruisers. Photo: Genevieve Leaper

Beduin proudly wears battle scars accumulated in 26,000 miles of mostly single-handed sailing from Greece to the Pacific ocean, out via the Magellan Straits and back via the Beagle Channel and Falkland Islands, in 2015 to 2017.

Nicholson 32 Beduin at glacier in Beagle Channel, Chile. Photo: Aleko Stephan

It should be no surprise that such a well used boat of this age has had many refits.

In 2010-11 Aleko stripped the interior bare, even removing bulkheads and bunk fronts, before rebuilding the accommodation to a more open layout that better suits his needs.

Early Nicholson 32s were prone to osmosis and Beduin was no exception. When he first owned the boat she had already be suffering for several years, so he carried out an epoxy job himself, but now admits he didn’t fully understand what was necessary at the time. As a result the repairs failed some 12 years later, with water making its way right through the laminate in places.

The resulting rebuild, for which Aleko worked with friend and glassfibre specialist, Tim Preddy, saw more material ground away from the hull. It was then relaminated locally, before the entire lower part of the hull, from well above the waterline to the bottom of the keel , was wrapped in several layers of epoxy and woven glassfibre cloth.

Finally, they painstakingly faired the hull and repainted it.

Accommodation

Although the accommodation is very traditional in terms of layout, the big windows of the early Nicholson 32 models allow plenty of natural light in to the saloon. Later boats have smaller side windows but retain plenty of natural light, partly thanks to additional windows in the front of the coachroof, both in the saloon and in the forecabin.

Early boats had a relatively basic interior fit out, although the latest models were much improved. These had a very high standard of joinery in teak faced ply with solid cappings. Stowage on these boats was excellent, including plenty of smaller easy to access compartments.

The saloon of early boats had two settees, with a pilot berth outboard of one of them. However, this arrangement emphasised the boat’s narrow beam of only 9ft 3in.

By the late 1960s the layout changed to a single settee, plus a dinette arrangement opposite that could be converted to a second double berth.

Later on, the standard model reverted back to conventional settees, but these were pushed out further towards the sides of the hull, to create a greater feeling of space.

Mark XI boats, from 1977 onwards, had a glassfibre inner moulding that finished at the top of the bunks. This has generally worn well, even on boats that have had a period of poor maintenance, and also gives plenty of dry stowage.

On all models there’s space in the bilge for water and fuel tanks, which frees up space under the bunks for other items.

Right from the outset the full-width heads compartment between the saloon and forecabin was intended to be well appointed, with much use made of easily cleaned glassfibre mouldings. The level of fit-out here also improved with later versions, particularly the MkX and MkXI.

The full bow sections mean foot room for the forecabin’s double V-berths is far greater than that of most yachts of this size. With their extra freeboard, and the coachroof extending further forward, the MkX and MkXI have even more space here.

On the downside, in order to improve performance by keeping weight out of the bow, a lot of Nicholson 32s originally had the hawse pipe for the anchor chain led between the two forepeak berths. Not surprisingly many owners have found a way to re-route it.

Beduin now benefits from a complete interior overhaul. Aleko is a woodworker with an artist’s eye and stripped everything back to the bare hull ten years ago, replacing it with a more up-to-date layout. He used teak for the floor, galley and table, and cypress from a tree his father planted for the rest of the woodwork.

Aleko stripped Beduin bare before refitting her interior. Photo: Rupert Holmes

Pushing the settees out towards the side of the hull created a feeling of space. Photo: Genevieve Leaper

All models included a proper navigation station. Photo: Genevieve Leaper

Beduin ’s galley is deliberately kept simple. Photo: Genevieve Leaper.

As with the later boats, the settees are now further outboard, with the port one designed to pull out into a double. He also reconfigured the navigation station and chart table areas next to the companionway.

The accommodation forward of the mast has been truncated, to allow space for a big foredeck locker with two hatches in which to stow hank-on headsails.

Aleko added these two foredeck lockers for hanked-on headsails. Photo: Genevieve Leaper

The long and narrow cockpit has safe space for several crew to sit on benches each side, plus a more open area right aft. MkX and MkXI boats have a longer cockpit, but no aft deck. Cockpit stowage includes lockers under both side benches, plus a large lazarette aft.

The companionway is offset to starboard. Photo: Genevieve Leaper

Despite the boat’s narrow beam, side decks of both versions are of a decent width. Going forward from the cockpit is therefore easy, especially as deep bulwarks add to the sense of security and the coachroof mounted grab rails fall easily to hand.

Originally halyards and other lines were handled at the mast. This is still the case with Beduin , although some owners have led key controls back to the cockpit. The broader forward sections provide plenty of space on the foredeck. Different versions had different arrangements for anchor handling, including some with a foredeck locker shaped to fit the anchor, in addition to a chain locker.

The single-spreader masthead rig is well supported. Beduin ’s mast is deck stepped in a tabernacle, although some Nicholson 32s have keel-stepped spars.

Aleko has upgraded the original winches to modern Andersen units, including self-tailing primaries.

This is an area in which the Nicholson 32 has always been considered to excel. Of course, over the past 60 years boat design has taken huge strides forward and new models can be significantly faster. However, few are as well proven at sea as this boat.

When passage planning for ocean crossings Aleko estimated on 120 miles per day – equivalent to an average of five knots – but could easily exceed that figure on a good day.

Beduin off Patagonia, Chile. Photo: Genevieve Leaper

A comfortable motion, even in confused seas, is a positive feature of the design that is certainly not shared with many newer yachts.

On the downside, in common with other relatively narrow boats, the Nicholson 32 can have a tendency to roll downwind more than you would find on board modern yachts with a broad transom. The heavy displacement can also make for a wet ride, so a sprayhood is essential when close-hauled in a blow.

The keel-hung rudder has no balance area, so the helm is heavier than that of a fin-and-skeg or spade rudder, but the boat is still small enough to be easy to manage with tiller steering. Optional wheel steering was introduced with the MkXI version in 1977, but this was more of a fashion accessory than a necessity.

In addition to the directional stability conferred by the length of the keel, the rudder’s lack of balance area helps to keep the boat on course. The helm can therefore be left for short periods of time, especially with the wind forward of the beam, without the boat wandering dangerously off course.

The long keel and hefty displacement might suggest slow progress to windward, but experience suggests otherwise and locally Beduin has a reputation for being a very fast boat in all conditions.

Pilot guides for the Patagonian canals say it’s impossible to make acceptable ground against the winds and currents there. Yet, when the freshwater cooling pump of Beduin ’s engine packed up, Aleko was able to continue under sail by finding back eddies and then short tacking up the narrow ‘rivers’ of favourable stream.

Trying to squeeze up super close to the wind when close-hauled will never deliver good results in a long-keel boat. However, Beduin reliably tacks though a very respectable 90°, measured using the track on a chartplotter. Boat speed upwind is typically 5 to 6 knots in a range of wind strengths, depending on sea state, and Beduin can hold on to her full sail plan in winds of up to Force 5.

Bearing away onto a reach the boat can maintain average speeds of around 6.5 knots.

What about in very strong winds? Clearly Nicholson 32s are very capable boats in this respect and Tony Curphey certainly experienced extreme conditions in the Southern Ocean during his circumnavigation.

Beduin doesn’t have wind instruments, so Aleko doesn’t know for sure the strongest winds he experienced on his trip to South America, but says: “I can only guess according to the height of waves, the flying spray and a wish to have ear plugs, but I would estimate Force 10 Beaufort.”

However, it must be remembered that no small boat is invincible. Golden Globe Race competitor Loïc LePage, for instance, lost the rig of his Nicholson 32 Laaland 600 miles off the coast of Australia. With the rig having punched a hole in the boat he was forced to abandon her.

Under power

Given the long production run it’s hardly surprising that a variety of engines were fitted when the boats were new. Most of these have been replaced with newer units, in Beduin ’s case a powerful 4-cylinder marinised 27hp Kubota engine. However, I also know of boats that have successfully been repowered with engines as small as the 18hp Yanmar 2GMF.

Beduin ‘s engine – a relatively powerful 4-cylinder Kubota. Photo: Genevieve Leaper

Handling under power is arguably is the Nicholson 32’s biggest weakness – the long keel and relatively small rudder makes for a large turning circle, while water flow over the keel stalls at a higher speed than modern yachts with keels of a more efficient aerofoil shape.

In reverse there’s lots of prop walk and the rudder shape means steerage way in reverse is only gained at relatively high speeds. Having said that, handling is predictable and can therefore always be allowed for when planning manoeuvres.

The Nicholson 32 dates from a different era, one in which 32ft was seen as being a largish yacht. Today there are clearly boats of this size that offer a lot more accommodation volume and are easier to squeeze into tight marina berths.

But the Nicholson 32 stands out from the crowd thanks to its well proven sea keeping qualities, classic lines, robust hull shape/keel configuration and high quality of original fit out.

There are few boats in this price range that so demonstrably offer the potential for go-anywhere passage making. These abilities are also just as relevant for those looking for a tough cruiser for less ambitious sailing.

SPECIFICATIONS LOA: 9.7m / 32ft 0in LWL: 7.31m / 24ft 0in Beam: 2.80m / 9ft 3in Draught: 1.60m / 5ft 6in Displacement: 6,100kg / 13,450lb Ballast: 3,000kg / 6,615lb Sail area: 55sq m / 594sq ft Price: £9,000-£22,000 www.nicholson32.org

Originally published in Practical Boat Owner magazine: Summer 2020

BoatNews.com

My second hand boat / Nicholson 32: a 9.75m sailboat capable of circumnavigating the globe

Benoit is the 5th owner of a Nicholson 32, a long-keel sloop with an excellent reputation. He tells us why he chose this yacht, as well as his first impressions.

Benoit, a sailor who wants to sail the open seas

Originally from Martigues , Benoit has been sailing on all kinds of sailboats since his early childhood. For several years now, this liveaboard sailing instructor has owned a Karaté, with which he has completed a number of coastal cruises, as well as the local regatta circuit. But the desire to change boat in anticipation of ocean cruising is on his mind.

" I was looking for a simple, very seaworthy boat within a reasonable budget. What's more, I'm very sensitive to the lines of classic turn-of-the-century sloops. But a wooden hull is too demanding to maintain. After a long search, I settled on the Nicholson 32, which has both classic lines and an excellent reputation for seaworthiness ".

A solid sailboat with several round-the-world voyages under its belt

Built in 370 units, the Nicholson 32 is a long-keel sloop that has sailed the seas of the world. Designed by architect Charles A Nicholson and his son Peter, it was one of the first production boats built in polyester .

Seaworthy, simple and well-built, it offers excellent handling and satisfactory living space for its time. Several models have sailed non-stop around the world via the southern seas. It was also aboard this yacht that sailor Clare Francis crossed the North Atlantic in 1973.

A well-maintained 1966 model

After visiting a first model that didn't inspire him, Benoit came across an ad for a Nicholson 32 based in Spain . The asking price was at the upper end of the range, but this 1966 model was in very good condition.

What's more, it has benefited from a number of modifications that have been very well executed. All manoeuvring is back in the cockpit, an opening deck hatch has been installed forward of the coachroof, and a beautiful bow fitting allows the attachment of a stainless steel bowsprit. All the old Goiot winches have been replaced by self-tailings, and the yacht is equipped with a Volvo MD2B, which has been completely overhauled

After starting her career in Southampton, this Nicholson 32 sailed to La Rochelle , then Marseille , before arriving in Spain . Her 4 e owner restored her for 5 years. Osmosis treatments were carried out regularly, and the on-board equipment was meticulously maintained.

An invigorating grip

Benoit, accompanied by a crew member, picked up his boat in Segur de Calafell, south of Barcelona. This 240-mile winter delivery trip is an ideal trial run for getting to grips with a new sailboat . After a technical check-up and inventory , the duo cast off for Martigues .

Right from the start, they attacked a long downwind leg with a 20-25 knot SW'ly wind. Then, after a small phase of calm under engine, the crew made 35-40 knots on the beam in the Golfe du Lion, with a nice 3m swell , as Benoit tells us:

" We had quite a bit of air for a first time, but the boat behaves really well. Under pilot, she's super-stable and very well-balanced. We even reached 9 knots!

If I had to point out any shortcomings, the main one is the difficulty of maneuvering in reverse with this long keel and 7-ton displacement. I'm also going to add some lazy jacks to make it easier to hoist the mainsail. And living space is pretty limited for a 32-foot sailboat. "

However, the results of this introduction are still very positive. Benoit will continue to learn how to handle his new boat, and, why not, start dreaming of taking part in the next Golden Globe Race .

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• Sailboat Guide

Nicholson 32

Nicholson 32 is a 31 ′ 11 ″ / 9.8 m monohull sailboat designed by Charles A. Nicholson and built by Halmatic Ltd. and Camper & Nicholson between 1962 and 1981.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

One of the most successful yachts built by Camper & Nicholson. Hulls were molded by Halmatic, at the time, sister company under the same corporate umbrella. A number of changes were made to the design during it’s nearly 20 year production run. Beginning around 1968, a number of boats were built under license by Rudder Yachts of Australia. Some of the later boats were sold directly from Halmatic.

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• Nicholson 32

The Nicholson 32 Sailboat

The Nicholson 32, a heavy displacement long-keeled masthead sloop, was designed by Charles Nicholson & Peter Nicholson and built in the UK by Camper & Nicholson Ltd.

Published Specification for the Nicholson 32

Underwater Profile:  Long keel

Hull Material:  GRP (Fibreglass)

Length Overall:  32'0" / 9.8m

Waterline Length:  24.0" / 7.3m

Beam:  9'3" / 2.8m

Draft:  5'6" / 1.7m

Rig Type:  Masthead sloop

Displacement:  12,200lb / 5,534kg

Designer:  Charles Nicholson & Peter Nicholson

Builder:  Camper & Nicholson Ltd (UK)

Year First Built:  1962

Year Last Built:  1981

Number Built:  369

Owners Association:  The Nicholson 32 Association

Published Design Ratios for the Nicholson 32

1. Sail Area/Displacement Ratio:  14.2

2. Ballast/Displacement Ratio:  55.7

3. Displacement/Length Ratio:  394

4. Comfort Ratio:  36.9

5. Capsize Screening Formula:   1.6

Performance Predictions, Based on the Design Ratios These ratios indicate that the Nicholson 32 is a heavy and stable boat, with a low sail area to displacement ratio and a high ballast to displacement ratio. This means that the boat is not very fast or responsive, but it can carry a lot of weight and resist heeling and capsizing. The boat is also relatively narrow and deep, which reduces drag and increases directional stability.

Production Period and Numbers Produced The Nicholson 32 was one of the first sailboats to be built entirely out of fiberglass, using a technique called monocoque construction. This means that the hull, deck, ballast, bulkheads and furniture were all bonded together to form a strong and rigid structure. The boat was built by Halmatic Ltd and Camper & Nicholsons in the UK, from 1963 to 1981.

The boat went through several modifications and improvements over the years, resulting in 11 different models or marks (Mk I to Mk XI). The most significant changes were made in the Mk X model, which introduced a higher freeboard, a lower coachroof, a larger cockpit, a centerline companionway and a redesigned interior.

The total number of Nicholson 32s produced was 369, making it one of the most successful production boats of its time. Many of them are still sailing today, and some have completed remarkable voyages around the world.

Alternative Versions & Options The interior layout of the Nicholson 32 was subject to variations and options over the years. The original design had four berths (two in the forepeak and two in the saloon), a galley on the port side, a chart table on the starboard side, and a head (toilet) in between. Later models added more berths (such as a pilot berth or a pull-out double), more storage space (such as lockers or drawers), more headroom (by raising the coachroof or lowering the cabin sole), and more amenities (such as an oven or a fridge).

Number & Location of Sleeping Berths The number and location of sleeping berths on the Nicholson 32 depended on the model and the owner's preference. The original design had four berths: two in the forepeak and two in the saloon. The forepeak berths were V-shaped and could be converted into a double berth with an infill. The saloon berths were single and could be used as seats during the day. The boat also had a large cockpit that could accommodate two more people under a sprayhood or a tent. Later models added more berths, such as:

• A pilot berth on the starboard side of the saloon, above the chart table;
• A pull-out double berth on the port side of the saloon, under the galley;
• A quarter berth on the starboard side of the cockpit, under the cockpit seat.

The maximum number of berths on the Nicholson 32 was six, but most owners preferred to have four or five for comfort and space.

History of the Boatbuilder The Nicholson 32 was built by two renowned boatbuilding companies in the UK, Halmatic Ltd and Camper & Nicholsons:

• Halmatic Ltd was founded in 1947 by John Hallett and Peter Micklethwait, who were pioneers of fibreglass boatbuilding. They developed a method of moulding fibreglass hulls in one piece, using female moulds and polyester resin. They also invented a technique of bonding the hull, deck, ballast, bulkheads and furniture together, creating a monocoque structure that was strong and rigid. Halmatic Ltd produced many successful boats, such as the Halmatic 30, the Nicholson 32, the Nicholson 36 and the Nicholson 55.
• Camper & Nicholsons was founded in 1782 by Francis Amos, who started a shipyard in Gosport, near Portsmouth. The company was later taken over by his son-in-law William Camper, and then by his grandson Benjamin Nicholson. The company became famous for building high-quality wooden yachts, such as the J-class Shamrock V, Endeavour and Velsheda. The company also designed and built many racing and cruising yachts, such as the 12-metre Sceptre, the South Coast One Design and the Nicholson 32. The company was also involved in naval and commercial shipbuilding, such as the Royal Yacht Britannia.

Secondhand Values The Nicholson 32 is a classic boat that has retained its value over the years. The price of a secondhand Nicholson 32 depends on many factors, such as:

• The model or mark (Mk I to Mk XI);
• The condition and maintenance of the boat;
• The equipment and upgrades on the boat;
• The location and availability of the boat.

According to some online sources, the average price range of a secondhand Nicholson 32 is between £10,000 and £30,000 (or between $14,000 and $42,000).

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

Other sailboats in the Nicholson range include:

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• Camper & Nicholsons

Nicholson 32

Nicholson 32 - Camper & Nicholsons / STW003335

cabin cruiser

Watermota 30hp

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

Accomodation layouts

standard version

If you find some wrong or lacking data of this boat, you can propose an update.

Technical forum: nicholson 32.

Hello. During 5 years I was the owner of one of this wonderfull boats. But now I would like build a scale model. My question is where I could get the plans to scale. thank you 19/08/2023 by stw-7007

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• Crewing Requests
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For owners and enthusiasts of the go-anywhere classic cruising yacht

A sailing classic

About the nicholson 32, a brief history of the marque.

The Nicholson 32 was designed in 1961/62 by Peter Nicholson. The hull was moulded and tooled by Halmatic Ltd and marketed by Camper & Nicholsons. The first boat Forerunner was commissioned in 1963 and priced at £4,900. Between 1963 and 1971 various modifications were made and described as MkI to MkVII. In 1972 the MkX was introduced with a restyled hull, improved accommodation and 3″ extra freeboard. The final modification, the MkXI, was introduced in 1977.

CONstruction

The Nicholson 32 was a pioneer of GRP construction, with many features which are accepted as standard today. She had adequate headroom, was lined throughout, properly ventilated with modern toilet and galley facilities and good insulation. She had a strong, well-balanced rig, carefully designed cockpit and exceptional sailing ability in all weathers. Numerous modifications were made over the years of production, but she remains, quite simply, one of the best yachts ever made.

The Nicholson 32 heralded the advent of series boat production in glassfibre and began a revolution in building techniques, most of which are common practice today.

The N32 was a development of boats like the highly successful South Coast One-Design and other proven winners designed by Charles Nicholson, such as the 9-tonner Jolina and the 12-tonner Lothian… (read more)

The Nicholson 32 Association

Benefits of membership.

Technical information

Whatever you need to know about your Nicholson 32, one of our members will have the answer. And we have a huge library of technical articles, drawings and images.  We also hold a supply of some parts which you can find on the website (Merchandise).

email forum

Our members have been exchanging emails on all things Nicholson-related since 1998. You can search the archive and read up any topic of interest.

racing and cruising

Nicholson 32s are a recognised class and have a proud tradition of competition in sailing events, including the Round-the-Island race. We also organise cruises in company for those less competitive members.

social events

With active members in many areas of the UK we organise social events both on and off the water. A highlight of the winter months is our Annual Dinner at the Naval Club in London.

A passion for classic sailing

Cherishing the nic 32.

No-one would pretend that looking after an older boat is easy, but the rewards of maintaining a beautiful and elegant craft like the Nicholson 32 are many. She is robustly constructed and capable of looking after her skipper and crew in the worst of weather. She has classic lines that make her instantly identifiable amidst the uniform features of modern sailing boats. And the experience of maintaining, renovating and enhancing her appearance is a pleasurable distraction from the pressures of modern life. Our mission is to help all Nic 32 owners get the most out of their boats.

Buy a Nicholson 32

Yachts for sale.

There are usually a number of Nicholson 32 boats for sale. Association members are able to post details of their vessels for sale by submitting information using a form on the website.  See Members’ Pages for full details.

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Nicholson 32

General Data

See also: boats for sale.

• Comar Yachts Comet 1000
• Plastivela Mousse 99
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• Camper & Nicholson CAMPER & NICHOLSON

Overall length:

Waterline length:, maximum beam:, displacement:, straightening:, construction materials:, sail details mq, equipments:.