sailboatdata carter 30

Review of Carter 30

Basic specs..

The Carter 30 is equipped with a finn keel. The finn keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated. As the surface of a finn type keel is just a fraction of the total wet surface, the difference between an iron keel and a lead keel can in reality be ignored for cruising yachts.

The boat can enter most marinas as the draft is just about 1.52 - 1.62 meter (4.99 - 5.29 ft) dependent on the load. See immersion rate below.

Carter 30 is typically equipped with an inboard Volvo Penta MD7A diesel engine at 13.0 hp (9 kW), which gives a max speed about 4.7 knots.

The transmission is a saildrive.

Sailing characteristics

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

What is Capsize Screening Formula (CSF)?

The capsize screening value for Carter 30 is 2.01, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.8 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Carter 30 is about 160 kg/cm, alternatively 897 lbs/inch. Meaning: if you load 160 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 897 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

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

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

What is Relative Speed Performance?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 27m 2 (290 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

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

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Carter 30 it would be a great help.

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

• Search forums
• Classic and Wooden Boats

Carter 30 versus Hunter 30?

• Thread starter tkalfaoglu
• Start date 15 Sep 2021
• 15 Sep 2021

Well-known member

Unfortunately, the links require email details to access and this may well limit your replies.  

Bajansailor

Welcome to the Forum TK. Firstly, whereabouts in the world are you located? You ideally want to look for a yacht that is not too far from where you are. Do you have any other links for the two boats in the links above? You mention a Carter 30 and a Hunter 30 - but in your link you mention a Hunter 23.5? The Hunter 235 is very different. https://sailboatdata.com/sailboat/hunter-235 Here is some more info on the Carter 30 - https://sailboatdata.com/sailboat/carter-30 And the Hunter 30 - I presume you mean the older American Hunter? https://sailboatdata.com/sailboat/hunter-30 I think that your post would probably be more widely read if it was in the Scuttlebutt forum, rather than the Classic Boat forum - maybe @john_morris_uk could move it for you?  

• 16 Sep 2021

Thank you VERY much for the information.. I did not realize that there were several different versions of the Hunters. Yes, I am located in Turkey..  

There are 2 different brands of Hunter. The one linked to is the US company, now called Legend. The second is UK, sometimes called British Hunter. The boats are also very different. The Carter 30 dates from the 1970s and was a successful racing boat that was turned into a cruiser. There are different versions (the one linked to is the original) and built in UK, Poland and Greece. Quality is hugely variable and the Greek built boats were mostly used for charter. They are in turn very different styles of boats from either of the Hunters and would not normally be considered "beginners" boats! However, I think the Greek built boars had smaller rigs which might make them easier to sail.  

Members online

Share this page.

Log in or Sign up

You are using an out of date browser. It may not display this or other websites correctly. You should upgrade or use an alternative browser .

Discussion in ' Sailboats ' started by jarndyce , Jan 4, 2014 .

jarndyce New Member

Hi, I've been researching the Carter 33 on the internet and I've not found much about the boat's performance. I found a review that said the boat would do about 5.5 knots on a broad reach in a Force 4 or 5. This struck me as very poor, surely any boat should be up to about hull speed in those conditions? I am looking at a couple of these boats and am very interested in them, but the alternative is a Twister 28. Does anyone have any views on the comparative performance of these two please? I want to use the boat for coastal sailing and some offshore trips, e.g across Biscay or the AZAB race. I had a very bad experience in Biscay before in a Rival 34 which hardly moved in the light winds I found there, and am particularly keen on at least fair light wind performance. Lastly, regarding the Carter, I have read that there were two mast heights - but does anyone know what these were please? Thanks, Jarndyce  

pogo ingenious dilletante

http://www.boatdesign.net/forums/stability/carter-33-ballast-ratio-stability-questions-31246.html http://forums.sailinganarchy.com/index.php?showtopic=132940 http://www.cruisersforum.com/forums/f9/rebuilding-a-carter-33-a-69179.html http://sailboatdata.com/viewrecord.asp?class_id=1003 pogo  

alan white Senior Member

Steven Callahan, author of the book, "Adrift", sold his Carter 33 to me a few years back. He claimed 160 mile days offshore. The boat won the Around Denmark Race in the early seventies. It's a fast boat on all points. Good design pedigree and awsome construction. At least from the Olympic yard, which built the series that had a more traditional deck. You might reach Steve at Cruising World magazine, assuming he is still there.  

Alan and Pogo, Thanks, these messages are both really useful - I thought they were meant to be fast - that's why the article I read surprised me. Any more information or views from owners would be very welcome. Jarndyce  

CT 249 Senior Member

There are a couple of very different Carter 33s, though. I think one was a development of the half tonner "Crocodile" of around 1970; a huge boat for a half and therefore originally under-rigged. The later versions of this 33 may have been fitted with a bigger rig. I think these 33s were built in Greece by Olympic. The later Carter 33s were built in various places from about '75 to a 3/4 ton design, and as higher-rating and newer boats were therefore quicker. These 33s seem to be sometimes called the Carter 3/4 Ton. I think there was a further variation called the Ragtime in the UK which looked like extended version of the later 33s, and a bit quicker still. On top of all that, there was a widened stern extension that was fitted to at least one 33 (or was it a Ragtime?) which was going to be marketed as an add-on to other Carters. The later 33s, 3/4s and Ragtimes had wedge-shaped coachroofs, I think, whereas the original 33 had a conventional square-ish one. I'm not 100% on all this but I do know that there seems to be several confusing types.  

keith66 Senior Member

A member of our club did the ARC last year in one & she performed well.  

aleealot New Member

A little bit about Carter: I recently purchased a Carter 33, and with it came some interesting materials including a copy of the March 1989 Sailing magazine with an article on Dick Carter written by Robert H. Perry "My Days with Dick Carter". It also came with a complete set of the original design drawings. Carter is probably most remembered for being the first to introduce the fin keel and spade rudder into the then world of full keel boats, other neat firsts were internal halyards which at the time was considered risky. He focused on the IOR in its earliest days, and was a pioneer in bringing the IOR to the USA. The 33 was his highest volume boat and it was built originally in Greece.  

Carter was a great designer, but he didn't bring the fin into the offshore racing world. Van de Stadt's Zeevalk had a fin and skeg (and very light displacement) in the '50s, his Stormvogel took the fin and skeg concept all the way to the maxi size in the early '60s, and he had a very successful production offshore racer in the '50s with Pionier. Other boats like Mouse of Malham and Hoots Mon were racing offshore with light hulls (even by today's standards) and fins in the '50s. The famous ULDB Ragtime was also a pre-Carter fin and skeg boat. Carter's boats were nice but much MORE conservative.  

Gary Baigent Senior Member

Couldn't resist: Nat Herrreshoff had fin and separate rudder in the 1890's - as did Arch Logan here with Sunbeam - all before 20th C.  

Wow, what a great (active) forum. Maybe I was misunderstood, as my point was more to Carter's influence on modern boat building, and the famous designers of our time. Thanks for the additional information on the other designers, in future I'll temper my "Carter-talk" a bit.  

Now that I have your attention; would like to add a dodger this summer.. do any Carter owner's have the patterns for a dodger? I'd like to have one sewn overseas, (China).  

Gary Baigent said: ↑ Couldn't resist: Nat Herrreshoff had fin and separate rudder in the 1890's - as did Arch Logan here with Sunbeam - all before 20th C. Click to expand...

aleealot said: ↑ Wow, what a great (active) forum. Maybe I was misunderstood, as my point was more to Carter's influence on modern boat building, and the famous designers of our time. Thanks for the additional information on the other designers, in future I'll temper my "Carter-talk" a bit. Click to expand...

Tanton Senior Member

Richard e. Carter. Sacrilege. www.sailinganarchy.com Forum. Dick Carters designs boats. Also, my own blog at: www.tantonyachtdesign.blogspot.com  

• Advertisement:

Tanton: It is really an honor to be in communication with you, (Tanton is the famous designer Yves-Marie Tanton who along with Robert Perry brought Carter Offshore some of the nicest designs ever built, (and certainly ahead of their time). Mr Tanton, the previous owner purchased the drawing set from you, and I have been studying them, (trying to decide how best to incorporate a radome off the stern). By the way, I have been a fan of your stay-less mast/carbon fiber design 43 cat-ketch, must be a dream to sail, (had a Freedom 30 which was their compromise to a sloop).  

Dick Carter - Pivot Keel

Looking for information about Carter 33

• No, create an account now.
• Yes, my password is:
• Forgot your password?

SEA SPRITE ASSOCIATION

For sea sprite sailboat lovers everywhere.

Sea Sprites 28, 30, 34

The first portion of this page provides links to Sailboatdata.com for technical specifications for the SS28/30/34’s.

FOR THE SS28:

https://sailboatdata.com/sailboat/sea-sprite-2728

FOR THE SS30:

https://sailboatdata.com/sailboat/sea-sprite-30

FOR THE SS34:

https://sailboatdata.com/sailboat/sea-sprite-34

The next section uses the submenu, and contains project stories and other articles of interest to sea sprite 28/30/34 owners. To submit an article, write up the article either as an email or as a separate attachment, number the pictures, and make it clear where in the article they belong. Attach the pictures to the email and send it to:        Carter Hall at [email protected].

Take a look at the article Dejan wrote for the SS23 about chain plate replacement. It is under “Technical” and then “SS23” then “Chainplate”. Your pictures will be inserted at the point you indicate in the article .

The article will be posted as a feature post on the home page for about 2 to 3 weeks, and then put into the Technical section.

Also, please attach a little blurb about yourself, where you sail, something about the boat, etc, information that can be used as a lead in to the article.

Send your article with pictures to Carter Hall at [email protected].

Also, questions and comments about the article should be discussed in the Forum, not after the article.

7 thoughts on “ Sea Sprites 28, 30, 34 ”

There is a Sea Sprite 28 for sale in UK. Can anyone tell me how well these boats sail? The engine is a Universal Atomic 5411, would this be the original engine? Are parts easy to source? What is the height of the mast? I think this yacht’s mast has been replaced. Any help and general specifications info etc would be very gratefully received. Thanks

Great sailing boats but not fast. Great cruising boat.

what is the head room in a 28?

Head room is just 6 feet I believe. I have one and I am 5’10 1/2″ and no problem.

Hi, I have a Seasprite 30 and i was asked by the hauler how long my mast is ( for un-stepping costs) and i am embarrassed to say i did not know. Can someone tell me what it is? It would be much appreciated. Tx kevin dunn

I need to know the headstay length for a SS 28. Any help would be most appreciated.

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

Carter 30 ** NOW SOLD **

Used yachts for sale, sail monohulls 30ft > 35ft,        carter boats for sale, carter 30 boats for sale.

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

Carter 33 is a 32 ′ 6 ″ / 9.9 m monohull sailboat designed by Dick Carter and built by Olympic Marine and Storebro Bruk AB starting in 1971.

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)

Along with the CARTER 30, the CARTER 33 is one of the most popular of the designers ‘series built’ boats. They were available through his company Carter Offshore and built primarily in Greece. The same design was also built in Australia, and Sweden. (Not to be confused with the CARTER 3/4 TON which appeared later and is a different design, (A version of the CARTER 33, with shorter rig, did fall within the RORC 1/2 ton threshold - 21.7’.) Thanks to Mike Davies for providing additional information.

SHORT RIG: I: 11.12m/36.5’ J: 3.75m/12.3’ P: 9.6m/31.5’ E: 2.8m/9.2’

Embed this page on your own website by copying and pasting this code.

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Pay My Bill
• Customer Service

• Free Newsletter
• Give a Gift

How to Sell Your Boat

Cal 2-46: A Venerable Lapworth Design Brought Up to Date

Rhumb Lines: Show Highlights from Annapolis

Open Transom Pros and Cons

Leaping Into Lithium

The Importance of Sea State in Weather Planning

Do-it-yourself Electrical System Survey and Inspection

Install a Standalone Sounder Without Drilling

When Should We Retire Dyneema Stays and Running Rigging?

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

How Dangerous is Your Shore Power?

DIY survey of boat solar and wind turbine systems

What’s Involved in Setting Up a Lithium Battery System?

The Scraper-only Approach to Bottom Paint Removal

Can You Recoat Dyneema?

Gonytia Hot Knife Proves its Mettle

Where Winches Dare to Go

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Rhumb Lines: Livin’ the Wharf Rat Life

Re-sealing the Seams on Waterproof Fabrics

Safer Sailing: Add Leg Loops to Your Harness

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• Sailboat Reviews

Cape Dory 30

Our pick of these boats is a cutter-rigged late model with full-width galley and pedestal steering..

When the Cape Dory 30 entered production in 1976, it was the largest boat in the expanding line of the Taunton, Massachusetts boatbuilder. In 1986, when production ceased, over 350 Cape Dory 30s had been built, and what had been the largest boat in the company’s fleet was one of the smallest.

In 1986, Cape Dory introduced the Cape Dory 30 Mk II, an entirely different boat, designed in-house (rather than by Carl Alberg), longer on the waterline, 1 1/2′ wider, and with a far roomier and more modern interior.

The old Cape Dory 30 was designed as a ketch, with cutter or sloop rigs optional. In the middle of the production run, the more efficient cutter rig replaced the ketch as standard. The ketch remained an option.

The Cape Dory line always consisted of traditional- looking, long-keel cruising boats, and their appeal has been strongest on the East Coast, particularly in New England, a well-known hotbed of sailing reactionaries.

Sailing Performance

No one buys a Cape Dory looking for a flashy speedster. The original ketch rig has a lot of windage, and relatively small, inefficient sails. The rig does, however, give the boat a distinctly “shippy” traditional appearance.

A PHRF rating of about 220 shows the ketch to be a slow boat. By way of contrast, the old original C&C 25 carries about the same rating. The cutter-rigged Cape Dory 30 is about 15 seconds per mile faster.

The Cape Dory 30 was originally equipped with worm gear steering. This type of gear is powerful, foolproof, and requires no steering pedestal in the cockpit. The wheel will also hold the rudder in position without a brake. The disadvantage is that there is almost no rudder feedback, so that it’s hard to tell when the boat is properly balanced. Worm gear steering will not make you a better sailor.

The worm gear steerer is especially compatible with the original ketch rig. Since the mizzen is stepped in the middle of the cockpit, it’s nice to get the steering wheel back aft where it won’t take up any usable space. The top of the steering gear box also serves as a good helmsman’s seat.

With the cutter rig, it became feasible to put a more conventional pedestal steerer in the boat. However, moving the steerer further forward meant that the old steering box—now a storage locker—was too far away from the wheel to be used as a seat.

In practice, you usually sit to the side of the wheel with a pedestal steerer, not behind it. But this re- quires a wheel that is big enough to let you get far enough outboard to see sail trim. Most helmsmen will only sit directly behind the wheel when the boat is under power and they can see straight ahead, with no sails in the way.

The big steering wheel that’s the easiest to use with pedestal steering almost requires a T-shaped cockpit for easy maneuverability. The Cape Dory 30 stuck with the straight bench cockpit seats, and used a fairly small destroyer wheel. Although you don’t need the leverage of a big wheel on this boat, it will make steering less tiring, and there is room between the seats to fit a larger-diameter wheel. It would make it necessary to climb over the seats to go forward, however.

Most owners report that the boat—with either rig—is easy to balance under sail. The percentage reporting difficulty in balancing the boat complain of excessive weather helm on a close reach.

Hard steering when reaching is a common complaint on boats with attached rudders and a lot of rake to the rudderpost. The Cape Dory 30 does have a relatively efficient Constellation-type rudder, even if it is located about 2′ further forward than it would be with a comparable fin keel and spade rudder underbody.

Weather helm when reaching is frequently caused by overtrimming the main. On a boat without a vang, the boom tends to lift quickly as the sheet is eased, and the top of the sail twists off and begins to luff. Thinking they’ve eased the sheet too much, many sailors will at that point overtrim the main, shifting the draft of the sail aft and creating weather helm. Under those conditions, the proper thing to do with the Cape Dory 30 is use mainsheet tension to create a fair leech, then ease the traveler down to keep the whole sail working.

On both rigs, the mainsail is controlled by a traveler over the main companionway.

With the ketch rig, the mast is stepped further forward than the cutter, and the mainsheet attaches to the boom about two-thirds of the way aft, giving reasonable leverage. With the cutter, the mast location means that the mainsheet attaches almost exactly at the boom midpoint, reducing leverage and making the sail somewhat harder to trim.

In either case the traveler location at the forward end of the companionway is out of the way, but it makes installing a cockpit dodger more difficult.

The cutter’s main boom is at a reasonable height, but the taller helmsman should still watch his head when tacking.

With the advent of modern headsail reefing systems, the cutter rig is really superfluous on this boat. The small gap between the forestay and headstay makes it difficult to tack a big genoa, yet you really need a big genoa if this fairly heavy boat is to be properly powered in light air. The double head rig is fine in breezes over 15 knots, but in lighter air it’s much slower than a good number one genoa.

According to owners, the boat’s only sailing weakness is light air. With a lot of wetted surface and an inefficient foretriangle, the boat is simply not going to be fast in very light air. All in all, though, owners say the boat is faster than they expected it to be in all conditions.

With a 40% ballast/displacement ratio, the Cape Dory 30 is reasonably stiff despite the very narrow beam. You can get stability with a lot of ballast down low, or with a lot of beam. The Cape Dory 30 gets it from a lot of ballast, placed low in the hull.

With less weight aloft, the cutter should be slightly stiffer than the ketch.

Both the ketch and cutter rig use simple, untapered aluminum masts, stepped on deck. With a stiff section and double lower shrouds, these rigs are fairly foolproof.

Unlike many builders, Cape Dory put diesel engines in every inboard-powered sailboat they built after 1975. You won’t find an Atomic 4 here.

What you will find, unfortunately, is an engine installation and selection that is somewhat less than ideal.

Because this is a narrow boat with slack bilges, it wasn’t possible to get the engine far enough down in the bilge to be out of the way in a normal installation. Instead, the engine is mounted under the cockpit, using a V-drive. The engine is kept out of the way, but out of sight in this case means poor access for servicing. Getting to the alternator belts for adjustment, for example, requires crawlingunder the cockpit through a locker.

The original engine was a single-cylinder Yanmar diesel rated at 12 hp. This engine is too small for the boat, and single-cylinder engines are notorious for their vibration.

Starting with 1977 models, the Yanmar diesel was replaced with a Volvo MD7A, rated at 13 hp. The Volvo engine has more displacement, and has two cylinders. Nevertheless, some owners still complain that the boat is underpowered with the Volvo diesel.

Despite the long keel, the Cape Dory is reasonably maneuverable under power. The exception is handling in reverse, which according to many owners varies from unpredictable to impossible. This is not a characteristic unique to this boat; it is a fault of most long-keel boats with attached rudders. You learn to act as if reverse were nothing more than a set of brakes—not very good ones, at that.

Other than its location, the engine installation itself is pretty good, with dual fuel filters, 1″ bronze shaft, and oil drip pan under the engine. The fuel tank capacity of 20 gallons should give well over 200 miles range under power with any of the engines.

During the 1983 model year, a switch was made to a two-cylinder Universal diesel. We would definitely prefer a boat with either the Volvo or Universal engine over the original small Yanmar.

Construction

The Cape Dory 30 is solidly built, although there is nothing particularly innovative or unusual about the construction. The hull is a solid fiberglass laminate, the deck is balsa cored. No owners in our survey mention problems with either hull or deck construction.

A number of owners have reservations about the hull-to-deck joint, which is not through-bolted. Other owners mention that there are washers but no backing plates on deck hardware such as lifeline stanchions. Although none report problems either with deck hardware or the hull-to-deck joint, their concerns are valid. Backing plates on deck hardware help distribute loads, and reduce the chance of stress cracks around fittings. Likewise, a through-bolted hull-to-deck connection offers a foolproof mechanical backup should the polyester putty bond between the hull and deck fail. Bolts won’t stop leaks, but a through-bolted joint won’t come apart until the surrounding glass fails.

As in most boats this size, the lifeline stanchions are only 24″ high. This is too low for any real security—the lifelines strike most people just about at knee height, the right height for tripping. There are some bolts through the hull-to-deck joint, since both the lifeline stanchions and chainplates fasten through the inward-turning hull flange. We would, however, prefer to see closely-spaced bolts throughout the length of the joint.

Chainplates are cast bronze lugs bolted through the hull and deck flange. As long as the hull and deck are adequately reinforced—and they are, in this case—this type of installation is fine.

We’ve seen the same general type of chainplates on 40′ boats with Lloyds certificates, so they can’t be all bad.

All Cape Dory boats came with deck hardware— cleats, winch islands, bow fittings, seacocks and chainplates—by Spartan, a sister company to Cape

Dory. This is good stuff that will last the life of the boat and then some. The only disadvantages are that it is heavy, being bronze, and is not very well finished.

Going from burnished to polished finish just about doubles the price of a piece of hardware— polishing is very labor intensive—and on most Cape Dory 30s you’ll find burnished hardware. It’s rugged, though.

There’s a fair amount of exterior teak on these boats, including cockpit coamings, toerails, hatch trim, and eyebrow trim around the cabin on later models. This gives the boat a yachty appearance, but it does increase maintenance.

You could get the Cape Dory 30 in any color you wanted, as long as it was Cape Dory white with a nicely-contrasting tan deck. Several owners report discoloration of the colored portion of the non-skid decks. The non-skid itself is quite functional.

Early boats in this series have an unusual water tankage arrangement. One tank is plumbed to the head sink, the other to the galley.

Since you use a lot more water in the galley than in the head, that tank runs out first. Many owners have replumbed these tanks so that you can use the entire water supply.

Some early boats also have the water tank fills located below, which may be fine for keeping salt water out of the tanks, but can make for a fire drill when trying to fill them without making a mess. On later boats there is a 30-gallon water tank under each main cabin settee, and the system is correctly plumbed.

There are proper seacocks on all fittings below the waterline.

The deck-stepped rigs in both the cutter and ketch are well engineered, as no owners in our survey report any deck deflection or stress cracking in that area.

Unlike a lot of 30-footers, the Cape Dory 30 was designed as a small seagoing boat. For example, it has a reasonable bridge deck, although it is lower than the main cockpit seats and the cockpit coamings.There is also a sea hood over the main companionway hatch.

The main companionway is an unusual design. The vertical part of the companionway is fairly narrow and straight sided—good features in terms of seaworthiness. The sliding hatch and its opening are wider, letting more light and air below.

Relatively few owners in our survey report gelcoat blistering. The only glasswork complaints were gelcoat crazing in an early model, and discoloration of the gelcoat in the hull liner, cabin overhead, and non-skid areas in the deck.

Compared to newer 30-footers, the Cape Dory 30 is cramped below. The boat is more than a foot narrower than the typical cruiser/racer built today, and about 2′ shorter on the waterline. There’s no way around it: this is a small boat.

Within these limitations, the interior layout is pretty good. There are V-berths forward, with a dropin insert to form a double. The forward berths are narrow at the foot.

Ventilation in the forward cabin is provided by two opening ports plus an overhead Bomar aluminum- framed hatch. There are drawers and lockers beneath the berths.

The head compartment utilizes the full width of the boat, the way it should on a boat this narrow. Outboard of the toilet is a hanging locker. Opposite the toilet there is a dresser with sink.

A grate in the head sole for a shower was standard equipment, but the pressure water necessary to use it was an option. If you’re going to spend more than a weekend on a boat, a shower is almost mandatory.

Inexplicably, the head sink and shower drain into the bilge. This is unacceptable. Because of the boat’s low freeboard, the head sink is too low to be plumbed directly overboard if you expect it to drain on port tack. The best solution, although it is somewhat awkward, would be to install a closed sump tank in the bilge. It could be emptied overboard by either a manual or an electric pump. You wouldn’t want your bathroom sink and shower to drain into your basement, would you?

Two opening ports plus a cowl vent in a Dorade box provide ventilation in the head. If it were our boat, we’d also install a small venting hatch or another Dorade box over the head, even though the standard arrangement is better than you find on many larger boats.

The main cabin has settees which double as berths along either side. There are narrow shelves above and outboard of each settee.

Since the water tanks take up most of the volume below the main cabin settees, there is little storage space available in the main cabin.

As in most boats this size, the main cabin table folds down from the forward main bulkhead. It will seat four, although in a somewhat cramped fashion.

In the original layout, the galley aft runs the full width of the boat. On the port side there is a pressurized, two-burner gimbaled alcohol stove with oven.

If you want to stay with alcohol cooking fuel, we recommend switching to a non-pressurized stove such as the Origo. Despite the fact that alcohol fires can be extinguished with water, pressurized alcohol stoves can be dangerous because most people underestimate the volatility of the fuel.

The sinks are aft of the stove, and are somewhat difficult to reach because the slope of the bilge intrudes into the space where you would normally stand.

Opposite the stove there is a good galley dresser containing an icebox, storage bin, and drawers. The icebox drains into the bilge. This is a poor arrangement, since organic matter from the icebox will inevitably contaminate the bilge, even if it is pumped daily. The icebox could either be pumped into the galley sink, or into the sump you install for the head sink and shower.

With this layout, you use the top of the icebox as a navigation table. The lack of a good place to do chart work is a common failing in older designs of this size.

Late in the production run, the interior layout was “modernized” by adding a quarterberth and small chart table. The arrangement takes up a lot of the space that was formerly used for the galley. You get another berth—which you don’t need—at the cook’s expense. We don’t think this layout is an improvement, despite the fact that the navigator gets his or her own workspace.

Headroom on centerline in the main cabin is just over 6′, with slightly less further forward.

Main cabin ventilation is good, with four opening ports—excellent bronze Spartan ports—and an overhead Bomar hatch. We’d add a pair of cowl vents in Dorade boxes on either side of the ventilation hatch. The space is there, and the job is pretty simple. Although the galley has reasonable storage, there is little storage space in the rest of the boat. This makes the boat unsuitable as a long-term cruising boat, unless you want to do a fair amount of modification to the interior.

Joinerwork and finishing detail throughout are of good production boat quality. Since a lot of teak is used for interior woodwork, the boat is quite dark below.

You could brighten this up a lot by finishing the interior with gloss varnish, rather than the standard satin oil finish.

Conclusions

With her narrow beam and short waterline, the Cape Dory 30 is a lot smaller than newer boats of this length and displacement. The boat will have a strong appeal to the traditionalist who places a high value on appearance.

The boats are well constructed, suited for serious coastal cruising, and perhaps for limited offshore sailing.

Cape Dory boats were quite expensive, but they hold their value well. When production began in 1976, the Cape Dory 30 had a base price of about $29,000. By the time production ceased a decade later, the price had almost doubled—but so had the price of just about everything.

Although some might prefer the “shippiness” of the ketch rig, the cutter is both faster and more practical. Some boats were built as sloops, and this would be the best rig of all. Inevitably, the Cape Dory 30 will be compared to the Alberg 30. The Cape Dory 30 is longer on the waterline, wider, heavier, and has a roomier interior. The Cape Dory 30 cutter is slightly faster than the sloop-rigged Alberg 30.

Our choice in a Cape Dory 30 would be a latemodel cutter with full-width galley, Edson pedestal, and the Volvo or Universal diesel. For the money, you get a well-designed traditional boat that is a good coastal cruiser for a couple or a small family. We don’t think the boat is big enough for four adults for anything more than weekend sailing.

If you want the looks of an older boat but the construction details and diesel engine found in newer boats, the Cape Dory 30 is a good choice.

RELATED ARTICLES MORE FROM AUTHOR

14 comments.

Some photos would be useful in an article like this. Remember a photo is worth how many words? Regards

Agree – at least one picture of the entire boat would’ve been appreciated

Good article. very informative

If you’re a sailor you’re proud to show your boat! Where are the photos of this boat???

Pictures would’ve been great

If readers are accessing this story on-line, a quick search for “Cape Dory 30 Mark II” produces 1.7 million images.

…so even less excuse for not putting a couple here… 🙂

Cape Dory apparently ventured into trying to have a little more modern design by producing around 75 or so boats with a fin keel and sloop rig – Intrepid 9m by Cape Dory. Ours was originally outfitted with the Volvo diesel but was at some point changed to a 27hp Yanmar 3 cylinder. Much of the Cape Dory 30 interior description sounds similar. It’s been a slow project for us with much to do.

This article was previously published in the 6th edition of Practical Boat Buying in 2003, and perhaps in earlier editions as well. Originally, the article included a sail plan and line drawing of the layout.

i have the Cape Dory 31. One foot difference makes a big difference in the layout. I love the boat.

I bought a 1978 Cape Dory 30 ketch a few years ago, my first big boat, in the hopes of coastal and some blue water cruising. I appreciate the comments made in the article, there are many good points made. A few comments/questions: -I agree with the discussion of backing the boat; I cannot claim to do it well, especially in crosswinds out of a slip. Nice to know I am not alone. -Not sure I understand why the ketch would be more tender than the cutter; its mainmast is a foot or two shorter with a resulting shorter lever-arm. -It should be mentioned that the ketch has a longer on-deck space than the cutter, making it possible to carry a small dinghy on deck; I’m not sure this would be possible with the cutter. -The ketch allows flexibility in sail handling: I can sail with furling genoa and mizzen with good balance, raising and trimming without leaving the cockpit. This is a real blessing for single handing, of which I do a fair amount. -I have installed a Schaefer furler for the genoa, replacing the much older poorly functioning furler that came with the boat. I can self tack the genoa using the jibboom that came with the boat, or raise a storm jib with the jibboom and self tack with a sail well back off the bowsprit. Again, nice for cruising, single handing, and heavy air. -It probably should be mentioned that the Cape Dorys have internal ballasted molded in keel. This may be an advantage in an older boat since one does not have to worry about aging keel bolts. The 4 foot draft, with long keel and attached rudder is an advantage in places like the Louisiana Gulf Coast with plenty of shallow, quite muddy water. Yes, unfortunately, I know this from experience. -Recent hurricanes have put a number of boats ashore. Friends from Texas have told me that one of their members’ Cape Dorys went ashore losing mast and rigging, but little damage to the hull. Anecdotal, but the hull is thick with good glasswork. -I agree with the assessment of the bronze steering gear that came with the boat. It seems bulletproof and simple. Any assessment as to whether it would work with an autopilot system? -thanks for the article.

How does this boat look like, no photos, Great article, not.

For those not entirely reading the fine article…

“ By Darrell Nicholson – June 14, 2000”

Solid review.

What the cape dory cutter rig really needs is a Bowsprit a rather long one at that. Put a 3-4 ft bow sprit on it move the head stay out to the end and the move the staysail stay to where the head stay was and you then have a far better sail plan and you would increase the displacement to sail area ratio to quite speedy levels. Also the main needs a boomvang. The mast without a bowsprit is still too far forward for an efficient cutter rig. (Ona cutter the mast should really be center of the sail plan. I can see looking at the standard sail plan why it would have excessive weather helm not enough head sail area to overcome the main and over all not enough sail area. Carl Alberg included a small bowsprit on the Cape dory 28 and looking at the design of the 30 most of the extra length was added aft. Of the keel. I would really like to see what a long bowsprit would do (would also help with anchoring as you could get the bow roller further out)

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

Bahamas Travel Advisory: Cause for Concern?

Island Packet 370: What You Should Know | Boat Review

How To Make Starlink Better On Your Boat | Interview

Catalina 380: What You Should Know | Boat Review

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

Bavaria cruiser 30

The bavaria cruiser 30 is a 31.08ft fractional sloop designed by j&j design and built in fiberglass by bavaria yachts (ger) between 2005 and 2007..

The Bavaria cruiser 30 is a moderate weight sailboat which is slightly under powered. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Bavaria cruiser 30 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, other photos.

Modal Title

The content of your modal.

Personalize your sailboat data sheet

• Yachting Monthly
• Digital edition

• July 9, 2009

Designed in 1972 as a scaled-up Carter 30, the 33 hails from Greece – one of the first mass-produced yachts built in Europe. Early models used large amounts of plywood in the cockpit area, but later boats were all glass. There were two rig options: a 50m2 racing rig, which performs well, and a shorter, rather underpowered 45.5m2 cruising rig, which suffers from lee helm in light airs. The propshaft on some boats is offset to one side, making her heavy to steer under power. She offers seven berths in a conventional 1970s-style cabin layout, with galley to port, chart table to starboard and heads forward of the mast. A lot of Carter 33s are found in the Med, at an attractive price, but a thorough survey is a must and prospective buyers would be wise to insist on a sea trial before doing the deal. But if you find a good one, she will look after you at sea and give you a lot of space down below for your money.

LOA 9.9m (32ft 7in), LWL 7.9m (25ft 9in), beam 3.4m (11ft 2in), draught 1.7m (5ft 5in), displacement 4,680kg (10,318lb). YM Test Report April 2002.

• Election 2024
• Entertainment
• Newsletters
• Photography
• Personal Finance
• AP Buyline Personal Finance
• Press Releases
• Israel-Hamas War
• Russia-Ukraine War
• Global elections
• Asia Pacific
• Latin America
• Middle East
• March Madness
• AP Top 25 Poll
• Movie reviews
• Book reviews
• Personal finance
• Financial Markets
• Business Highlights
• Financial wellness
• Artificial Intelligence
• Social Media

Atlanta has lost two NHL teams. Former player Anson Carter leads one of two groups seeking a third

FILE -Former NHL player Anson Carter delivers remarks during a news conference to announce the formation of the Player Inclusion Coalition, Tuesday, June 27, 2023, in Nashville, Tenn. After losing both the Flames and the Thrashers, Atlanta is making a third bid to land an NHL team. Former player Anson Carter announced Tuesday, March 12, 2024 he’s heading a group that made a formal request to the league to begin the process of adding an expansion team in metro Atlanta. (AP Photo/George Walker IV, File)

Calgary Flames’ MacKenzie Weegar (52) chases the puck with Carolina Hurricanes’ Martin Necas (88) during the second period of an NHL hockey game in Raleigh, N.C., Sunday, March 10, 2024. (AP Photo/Karl B DeBlaker)

Winnipeg Jets goaltender Connor Hellebuyck (37) celebrates after his shutout against the Washington Capitals with Colin Miller (6) and other teammates after an NHL hockey game in Winnipeg, Manitoba, Monday March 11, 2024. (Fred Greenslade/The Canadian Press via AP)

• Copy Link copied

ATLANTA (AP) — After losing both the Flames and the Thrashers, Atlanta is making a third bid to land an NHL team.

Former player Anson Carter announced Tuesday he’s heading a group that made a formal request to the league to begin the process of adding an expansion team in metro Atlanta.

Carter’s group is the second to express serious interest in bringing another team to Atlanta, which was home of the Flames from 1972-80 and the Thrashers from 1999-2011.

Both teams relocated to Canadian cities — the Flames to Calgary and the Thrashers to Winnipeg, where they are now known as the Jets — because of ownership issues and slumping attendance.

Ryan Smith, owner of the NBA’s Utah Jazz, also has put in a bid for an NHL expansion team in Salt Lake City.

The league has said it’s not ready to consider adding to its current 32-team lineup, but also has made it clear it is willing to discuss a new team with any group that reaches out. The expansion fee could be at least $1 billion.

The NHL is unlikely to move forward on expansion until it resolves the arena situation for the Arizona Coyotes, who currently play in a 4,600-seat college rink.

“The league appreciates Anson’s passion for bringing NHL hockey back to the Atlanta area, and he has certainly kept the subject on our radar screen for several years running,” Deputy Commissioner Bill Daly said. “While, as we have made clear, we have no expansion-oriented process in place currently, it’s always good to know there is bona fide interest.”

Carter, who played with eight NHL teams from 1996-2007 and has lived in Atlanta for 15 years, is leading the Alpharetta Sports & Entertainment Group, based in the prosperous suburb about 30 miles north of downtown Atlanta.

The group is proposing a new Frank Gehry-designed arena that would be constructed at a redevelopment of North Point Mall.

“I have no doubt that the best league in the world will thrive in its return to Metro Atlanta,” Carter said. “I have been in dialogue with Commissioner (Gary) Bettman since 2019 about an expansion team returning to the Fulton County Metro Atlanta market, knowing that NHL franchise decisions are exclusively decided by the NHL Board of Governors.”

Suddenly, a city that has been without a hockey team for more than a decade has two groups vying for a franchise in a league that is riding the wave of hugely successful expansion teams in Las Vegas and Seattle.

Atlanta businessman Vernon Krause has proposed an 18,000-seat arena as part of a massive mixed-used development in southern Forsyth County, less than 10 miles north of the arena proposal by Carter’s group.

Last week, Krause told WSB-TV that he and his wife recently visited New York and met with Bettman and Daly to discuss a possible expansion team.

Both arena proposals are along the Georgia 400 freeway that cuts through Atlanta’s sprawling northern suburbs. Studies have shown the area contains a huge number of potential NHL fans and would mark a striking change from the arenas that the city’s previous teams called home, both downtown.

The Flames played at the Omni, while the Thrashers took the ice at what is now known as State Farm Arena — a 17,000-seat facility built on the Omni site after the original arena was torn down.

State Farm Arena remains the home of the NBA’s Atlanta Hawks, but has undergone massive renovations that make it no longer viable to share a hockey team. Besides, Daly has said he believes an arena location north of the city would provide a new Atlanta-area team with a better chance at long-term success.

Carter, who now works as an analyst for TNT and Canada’s Sportsnet, said his partners include Neil Leibman of Top Tier Sports, Peter Simon of Simon Sports and Aaron Zeigler of Zeigler Entertainment Group.

Carter said the proposed development at North Point Mall would also include a stadium that could be used for soccer and lacrosse, a performing arts venue, an esports center and practice facilities, along with retail, dining, hotel and residential elements. Insurance giant New York Life would be a partner.

There were no details on how the project would be funded or how much public money might be required, though Alpharetta Mayor Jim Gilvin and Fulton County Commission Chairman Robb Pitts issued statements through Carter’s group expressing their support.

AP Hockey Writers Larry Lage in Detroit and Stephen Whyno in Washington contributed to this report.

AP NHL: https://apnews.com/hub/nhl

Lawmakers release text of $1.2 trillion spending bill as shutdown deadline nears

WASHINGTON — Lawmakers early Thursday morning released the text of a $1.2 trillion government funding bill negotiated by the White House and leaders of both parties to avoid a partial government shutdown this weekend.

The spending deal , announced Tuesday, includes funding for the departments of Homeland Security, Defense, State, Labor, Health and Human Services and other parts of the government.

Those federal agencies are scheduled to shut down on Saturday if the funding package is not passed by Friday night. President Joe Biden has said he’ll sign the bill, but it’s unclear whether Congress has enough time to pass it before the deadline.

It would take a herculean effort for both chambers to pass the 1,012-page bill before the end of the day on Friday, particularly in the Senate, where all 100 senators would have to agree to speed up consideration to do so.

Funding for DHS, which oversees the politically explosive issue of immigration enforcement, was the most contentious part of the negotiation. It dragged out talks for several extra days after the rest of the appropriations bills had been settled.

It is the last remaining funding package that Congress has to pass this fiscal year, which ends after September. That leaves lawmakers just over six months to begin anew for fiscal year 2025.

Speaker Mike Johnson, R-La., praised the Homeland Security-related spending provisions and about $20 billion in proposed cuts to the Internal Revenue Service in a statement shortly after the release of the legislative text.

The bipartisan agreement “significantly cuts funding to NGOs that incentivize illegal immigration and increases detention capacity and the number of border patrol agents to match levels in the House-passed appropriations bill and the Secure the Border Act (H.R. 2),” Johnson said in a statement. “While these changes are welcome, only a significant reversal in policy by the President to enforce the law can ultimately secure our border.”

“Overall, during the FY24 appropriations process, House Republicans have achieved significant conservative policy wins, rejected extreme Democrat proposals, and imposed substantial cuts to wasteful agencies and programs while strengthening border security and national defense,” Johnson added.

House Minority Leader Hakeem Jeffries, D-N.Y., put a modicum of distance between his conference and the deal, saying in a statement Tuesday that the DHS component was a product of “negotiations between the Biden administration and House Republicans,” who control the chamber.

Senate Appropriations Chair Patty Murray, D-Wash., touted Democratic gains in the legislation.

“This package will give families some extra breathing room — and help continue America’s historic economic recovery,” she said in a statement. “I am proud to have secured $1 billion more to lower families’ child care costs and help them find pre-K — a critical investment to help tackle the child care crisis that is holding families and our economy back. This bill protects our investments in Americans’ health and in students at every stage of their education.”

After the House passes the bill, the Senate will require unanimous consent to vote quickly.

“Once the House sends us a funding package, I will put it on the floor of the Senate without delay,” Senate Majority Leader Chuck Schumer, D-N.Y., said on the floor. “We haven’t had a government shutdown since 2019. There’s no good reason for us to have one this week.”

Schumer warned senators that preventing a shutdown will require them not to engage in “unnecessary partisan dithering.”

Senate Minority Leader Mitch McConnell, R-Ky., said, “Congress has secured a path forward to fund the Department of Homeland Security, which will allow us to complete the fiscal year 2024 appropriations process in the coming days.”

“As always, making headway depends on serious cooperation,” he added.

Sahil Kapur is a senior national political reporter for NBC News.

Frank Thorp V is a producer and off-air reporter covering Congress for NBC News, managing coverage of the Senate.

Compare Sailboats

• Sailboat Calculators
• Bluewater Sailboats
• Catamarans and Multihulls
• Sailing Liveaboard
• Sailboats Galley
• How Much it Costs
• Sailing Destinations
• Meteorology Terms
• Sailing and Nautical Terms
• Parts of a Sailboat
• Great Explorers
• People of the Seas

OceanWaveSail, the worlds largest sailboat database and more …

• Please use the Search Filters available, or click on Advanced Filters, to have a wider selection of them, and the list below will shortlist the sailboats of interest to you.
• You can simultaneously apply several filters and the table below will display all those sailing boats that are compliant with your search.
• You can then click on the Details button of each boat to expand and find a lot more information on each of them.
• Should you wish to compare two sailboats, please use the Compare button and enter the two sailboats you wish to compare.

Note to Boat Materials filter below:

• “Wood” includes Plywood as well as any other wood.
• “GRP and Plastics” includes GRP (Glass Reinforced Plastic or Fiberglass) with balsa sandwich and any other Plastics or ABS.
• “Carbon and Composites” includes Kevlar and Composites in general, as well as GPR when Carbon or Kevlar are part of it.
• “Aluminium” includes ACP (Aluminium Composite Panel). If any given boat was offered or made with more than two options of materials used, such as Wood, GPR and Aluminium, then the tag “Different options” will be shown.

All Pictures shown are for illustration purpose only. Images are under Fair Use disclaimer or in public domain.

Select Boats

Oceanwavesail.com is the world biggest sailing boat database and contains detailed information on over 10000 production and semi-production sailboats dating back to the XIX century.

It contains dynamic and easy to use search features , with many filters, to shortlist the sailboats that specifically fit your criteria. It allows you to discover and compare sailing boats through their specifications and features, making it easy for you to pin down the boats of your interest.

Here you will find all kinds of information regarding larger ocean-going yachts, Bluewater sailing boats, costal cruisers, dinghies, catamarans, schooners, performers and racers, monohulls and multihulls, small and big, large and narrow, tall and short, central cockpit or aft, ketch, sloop or yawls, and most boats produced in the last 150 years. 

You will find yacht specifications, images and layouts, hints and tips, reviews and much more , and the database is constantly expanded and checked, to reach a greater accuracy by the week.

We are constantly reviewing the market and the history of the sailing world, to gather more accurate and meaningful information about each of the boats that were ever produced in the modern era, no matter if custom or industrial.

We constantly review the data shared with you, so it becomes more accurate and fully reflecting the manufacturers’ specifications , including their different set ups and modifications, where possible. More and more sailboat data, as well as more and more sailing boats and their variations, are added regularly and constantly to eventually cover almost 100% of the total sailing boat production history including the latest models.

Oceanwavesail.com is handled professionally behind the scenes by a team of sailing passionate fervents and data professionals, that soon will make available more sophisticated tools to analyse market opportunities and boats to help navigate your needs towards the right targets.

You will also find several and growing sections on sailing boats under the Explore Page , such as the one entirely dedicated to Bluewater Sailing boats , with comments and tips. The Bluewater Sailboats page is the most complete collection available and is still growing by the week.

More and more content is added every week , expanding further what is already available: more data, more notes, more details and more information in general of every single boat on the market, of the present and of the past.

The number of filters and selectors that you will find, all immediately reactive , is very significant ; just select and use as many as you like at once, and below them the shortlist of what fits all your criteria will appear immediately. Each of the sailing boats of the list has a Detail button to allow you to drill down on the details of each, including images and plans, where available.

In short, we are aiming to provide you with the most comprehensive sailboat database you could find anywhere , the most accurate and the most complete . It is free to use , constantly updated and we hope you will find it useful.

We have added in the EXPLORE section of this Oceanwavesail.com website a set of tools to help you calculate some of the main sailing and sailboat ratios easily and by yourself, as well as other tools and information that we think could be useful if you live aboard, sail, or are just curious about sailing boats in general.

Finally, you can select the COMPARE  button just under the filter section, and you will have access to the tool that enables you to compare two sailing boats , side by side, in terms of performance, layout, characteristics and data, to help you check which is better for you and your needs, when in doubt. If you love sailing and sailing boats,

Oceanwavesail.com is the place for you: complete and accurate as no one else as well as live and constantly updated , improved, and maintained.

Subscribe to our newsletter

Don’t miss new updates on your email.

© OceanWave Sail. All Rights Reserved 2022

Terms & Conditions – Privacy Policy – Cookie Policy

About Us – Privacy Policy

• New account

Forgot your password?

Lost your password? Please enter your email address. You will receive mail with link to set new password.

Back to login

Privacy Overview

Dynamic title for modals, are you sure.