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• Sailboat Reviews

Seaward 26 RK

By no means just a stretch version of hake yachts' 25-footer, this new craft features a retractable keel and sensible pricing options..

When Nick Hake, a graduate of the Milwaukee School of Engineering, decided that he’d had enough midwestern winters, he moved to Florida. Despite his epicurean proclivities, he decided that he liked building boats more than being the head chef at an upscale restaurant in Coconut Grove.

“I always wanted to be self-employed,” he recalled.

Between 1974 and 1982, Hake built roughly 2,000 dinghies before introducing a 17-footer called the ‘Slipper,’ which ultimately became an 18-footer that was marketed as the Fox. With the introduction of a 22-footer in 1979, he formed Seaward Yachts, but now markets Seaward models under the Hake Yachts brand.

In 1984 he introduced a 24-footer that eventually became the Seaward 25 (see PS February 1, 2003), but in 1993 he sold the company to a group of Philadelphia-based investors. However, after two years, the romance of the boatbuilding business wore thin with the hobbyist owners, and they sold the business back to Hake. He now focuses solely on production of the newly designed Seaward 26RK, and the Eagle, a shallow-water 32-footer.

Though the company enjoys a reputation for building solid boats, it was during Hake’s hiatus that lax construction methods and poor quality control resulted in a number of poorly constructed boats leaving the factory.

Since Hake’s return, boat construction and quality control have returned to prior levels. In fact, the production floor is now adorned by a bulletin board—visible to both customers and employees—that itemizes the most recent “mistakes worth mentioning,” along with the appropriate corrective measures.

“We see it, and our customers see it,” Hake said.

Design Hake designs the boats his company manufactures. His latest, the Seaward 26RK, bears a striking resemblance to her 25-foot predecessor. The first impression when viewed abeam is that her profile is traditional, accented by a tall bow and upward-sloping cabintop highlighted by four ports, and downward sloping sheerline leading to a cockpit surrounded by a stainless steel stern rail housing two seats.

“We designed new molds for the boat, and took a new approach to pricing at the same time,” Hake said. Compared to the 25-footer, the new model has 18″ more waterline length, and a more user-friendly cockpit since “most of the additional space is aft of the wheel.” The additional waterline length also contributes to improved performance.

Of the modifications, Hake says that he also “wanted to increase the designed waterline for the purpose of increasing buoyancy in the stern when she’s loaded with several adults. The 25-footer tended to drag her stern a bit when overloaded, which affects performance, so we solved that problem.”

A roomy cockpit—even on a boat this size—is an important feature as that’s where the majority of time on board will be spent. Measuring 8′ 4″ long by 5′ 2″ wide, with seats that are 16″ wide, this cockpit will comfortably seat four, allowing the helmsman adequate space to steer and the crew sufficient room to trim sails.

The 26RK also has a transom gate that eases entry from the stern.

We were befuddled to learn that most purchasers opt for a boat equipped with a wheel (a $2,150 option), since she carries a light helm and the tiller can be moved out of the way when dockside.

Hake calls his hull shape a “spherical tumblehome,” defining that as “a concentric shape at the waterline from the bow to amidships with soft bilges.” When overpowered, a soft bilge produces tippyness, but Hake explained: “she’ll make way best when heeled 10 degrees, and owners begin shortening sail when the wind pipes up to around 15 or 17 knots. Though she has a plumb bow, she also has a rounded entry that prevents broaches by eliminating the tendency of the nose to bite into the sea and skid.

“We were primarily looking for a boat that would do the best job of sailing in the waters of the East coast, particularly Florida, where we have tons of quiet and unspoiled waters that are very shallow, but also to be able to cross the Gulf Stream to the Bahamas and do some island hopping…Performance-wise, we wanted a boat that would sail with a sport-boat feel but could be easily handled by one person and comfortable for a family. We kept the rig uncomplicated, the underbody clean, and went with vertically retracting foils to take care of performance, stability, and shallow water issues.”

Hake scored points on those criteria, having produced a sail area/displacement ratio of 18.4, and displacement/length ratio of 113.2, both of which are considered on the fast side. In comparison, the Catalina 250 (wing-keel version) displaces 4,200 lbs. with 200 fewer pounds of ballast, to produce a SA/D ratio of 16.29 and a D/L ratio of 195. On paper, the Seaward has the speed edge.

The 26RK displaces 3,800 lbs., only 200 lbs. more than her predecessor. Weight, Hake said, is distributed throughout the boat and that doesn’t affect performance or balance.

The retractable keel is a NACA-designed, high-aspect, 8′-long section with 26″ wings attached to a bulb. It draws 6′ when fully deployed and only 2′ (the depth of the bulb) when raised. Its thin shape—the chord is only 15.5″—and low center of gravity, are nearly identical to longer, fixed-keel boats, so it produces excellent tacking ability, as we learned during our test sail.

“We chose a torpedo bulb on the keel to keep displacement low without compromising stability, and produced a lower center of gravity and improved stability. We also felt the bulb was necessary to keep stability high when the boat was sailed in shallow-water situations with the keel only partially extended,” Hake explained. This is another good change since, in shallow water with a typical dagger elevated, wind and surf might produce an unpleasant ride.

Lowering and retracting the 1,200-lb. keel is a simple matter of pulling one of two lines located on the cabintop near the cockpit. The lines are attached to a switch on a Rule Industries 20SS electrical motor with a 2,000-lb. lift capacity, all housed in a fiberglass box just beneath the mast. Rule’s standard product is equipped with a spring that could allow the keel to fall freely, but Hake’s employees modify the motor to prevent such an occurrence. Should the motor fail, Hake has devised two back-up plans for retracting or lowering the keel, one involving the use of a cordless drill to turn the winch motor.

We initially thought this arrangement of pulling lines to control an electrical switch was an antiquated, potentially faulty approach. However, like much of Hake’s thinking, it represents the utmost in simplicity. It’s a lot like the old system of pulling a string to switch on a light. Sure, a dedicated switch mounted near the cockpit and wired to the motor would be more tidy and convenient, but it would also invite the possibility of a future wiring failure. Hake’s solution may seem crude, but it’s effective.

The 26RK’s rudder continues that trend of functional simplicity. The stern-hung appendage can be adjusted up and down within its sheath. The leading edge of the rudder is a combination of carbon fiber and fiberglass. At the head of the rudder is a pin that prevents it from lifting out of the sheath in a following sea.

A byproduct of these retracting foils and subsequent shallow draft is the ease with which this boat can be launched at shallow ramps.

Deck Layout Excepting the keel motor box, deck clutter is limited to two sheets, two blocks, and three winches, with all lines led aft. Stainless steel ports that were fixtures on older boats have been replaced by plastic ports, a $1,250 cost saving. The shrouds extend to the cabintop, producing tighter sheeting angles as well as easier movement forward and aft. Stainless-steel handrails set on the cabintop fore and aft of the shroud bases, and double lifelines contribute to the safety element.

The mainsheet is led from the end of the boom to an athwartships track at the base of the companionway, rather than on the cabintop. This produces good sheeting angles, but it’s a stretch for the helmsperson to reach with the traveler eased. The Andersen headsail winches—set midway along the cockpit coaming, are closer by. The halyards are led on the cabintop to Ronstan rope clutches that sit forward of an Andersen winch.

In the cockpit, the starboard locker is 28″ deep, 34″ wide, and more than 6′ long, adequate for storing miscellaneous gear and a spinnaker. And Hake allowed space for a 6-gallon fuel tank under the starboard cockpit seat; it is easily removable when the time comes to fill ‘er up.

The sail plan on the 26RK is supported by an uncomplicated, deck-stepped, fractional rig with single spreaders that is designed to be easily raised for sailing away. As Hake says, “We build our boats for mature owners who want to step aboard and go sailing without worrying about the technical stuff.” We didn’t step or unstep the spar during our test, but in our review of the Seaward 25, we did question that the backstay is attached to just one side of the transom. “The boat will sail well without a backstay, anyway,” Hake told us, adding that the mast is so stiff that bending it is not an option. Regarding the strength issue, he provided photos of a 26RK suspended aloft from a crane with lines attached to bow and stern pulpits.

Accommodations A fully equipped version of this 26-footer offers seating/dining space for four adults, a galley, and modest head, and berths for four that are more than 6 feet long. Headroom is approximately 5′ 10″ throughout the interior.

“Belowdecks, we wanted creature comforts for a couple, or a young family,” said Hake. “We try to use every inch of space and design the interior so everything can fit. Everything can be removed and the interior hosed out for cleaning.”

Hake frees space in the main cabin by hanging the dining table on the bulkhead. It’s not an original idea, however, having to work around the keel trunk, which sits center stage, was a challenge. He cleverly attached the forward end of the table to a stainless steel rod affixed to the bulkhead. The 34″-long table is lowered and then rotated amidships to create dining space on both sides of the cabin. It works well, and spans much of the 5′ space amidships between the settee backs.

Counter space in the galley is 48″ long if the sink cover and oven top are used as working surfaces; additionally, the ice box top doubles as a cutting board. Opposite the galley, the head compartment measures 32″ wide x 40″ long; not spacious, but appropriate for a boat this size.

Getting this boat fully equipped, however, comes at a price. Since the company is attempting to broaden its market to include first-time buyers and the less affluent, living spaces are offered a la carte. In lieu of a privacy curtain, a teak door and bulkhead that enclose the forward berth will add $1,000 to the base price; a privacy door on the head adds $200, and a portable marine head $375. Additionally, an Origo single-burner stove will increase the cost of the galley by $300, and the stainless steel ports are a $1,250 option.

This boat does suffer a paucity of bulk storage space (unless the aft quarterberth is used for that purpose).

Construction With minor exceptions, Hake’s construction methods remain unchanged since our review of the Seaward 25. The lamination schedule for the hull includes a vinylester gelcoat, 1.5-oz. chop-strand mat and isophthalic polyester resin applied with a chopper gun. “I know some people don’t like that, but it’s an effective way of assuring that there’s resin on both sides of the strands,” says Hake. “The second step introduces 40-oz. triaxial cloth. While we use Coremat in the flat runs of the hull to provide stiffness, most of the hull is solid glass.”

The interior pan is a solid fiberglass structural member that is vacuum-bonded to the deck. Extra laminations are added in potentially high-stress areas where the hull and keel trunk meet, and where the hull and deck meet.

The hull-to-deck joint—shaped like an inverted “J”—is chemically and mechanically fastened using stainless machine screws every six inches and a proprietary putty. “It doesn’t leak because of the accuracy of our tooling and the bonding materials,” Hake said.

The deck, which is cored with Divinycell foam, follows a similar schedule. Deck hardware is tapped into 1/8″ aluminum plates bedded into the fiberglass lamination, a strong method that is becoming more standard in the industry. Chainplates are mechanically and chemically fastened as well. A 3″-wide stainless steel strap penetrates the coachroof and is carried down to the hull, where it is attached to a stainless rod.

The fiberglass outer skin of the keel contains a core of resin and 1,000 lbs. of lead, which is poured in place.

Performance We sailed the 26RK in 10 to 15 knots of wind on the Chesapeake Bay. In the process, we also introduced a total neophyte to sailing and reaffirmed that, at its elemental level, sailing is relatively uncomplicated.

The cockpit proved to be large enough for four adults, with sail controls located so that the boat could be singlehanded if necessary. Though we found steering while seated on the stern-rail seats comfortable, it puts the helmsperson at too great a distance from the sail controls.

With approximately 10 knots of wind, and a full main and 110% headsail deployed, the boat easily sailed through the short chop on the bay, and pointed to within 40 degrees of the apparent wind. Our handheld GPS registered boat speeds between 4.5 and 5.5. knots over the ground. Easing sheets, the speed increased to the mid-6 range, and we registered a 7-knot run for several minutes.

When the wind increased to 14 knots, we tucked a reef in the main, which reduced heel and increased comfort while maintaining the same speed.

As advertised, one advantage of sailing a trailerable boat is the ability to maneuver in shoal waters. This became clear when we ran aground. Floating the boat was a simple matter of pulling a string in the cockpit, which raised the keel. When operating in shallow water, raising the rudder is also simple; you remove a pin, lift the foil to the proper depth, and replace the pin.

Finally, to confirm her maneuverability, we eased sheets completely, pulled the tiller hard over, and she spun on her keel, sailing in circles the diameter of her own length.

Our principal criticisms pertain to the size of the mainsail, and the headsail furling system. Light-air performance aboard the 26RK would improve with additional area in the mainsail, and that could easily be achieved if the tack were lowered or more roach area was added. Hake Yachts’ Sales Manager Dave Brady told us that most owners are content to sacrifice light-air performance for the ability to defer reefing when the wind really pipes up, but he also mentioned that custom sails remain an option.

The Schaefer headsail furler elevates the tack of the jib at least 12″ off the deck. That’s good for visibility from the helm, but it also sacrifices sail area, keeping the boat from reaching its full potential when going to weather. Hake attributes the use of that brand of furler to the fact that the unit is mounted on a levered tang that eases hoisting the mast. At this writing, he is considering the use of a CDI furler as an alternative. We’d also want to add a vang to get better mainsail shape off the wind.

The standard sails are manufactured by Super Sails, a Florida loft that Hake has used for 20 years. “They know our boats so well,” said Hake, “that the sails come out exactly to the specified dimensions.”

Pricing The base price of the boat is $29,950, including mainsail and 110-percent jib, standing and running rigging, bowsprit, and anchor roller. Surprisingly, this price is $5,000 less than the company charged for its 25-footer. Hake explained: “Price-wise, we wanted the boat to be competitive with the mix of entry level boats currently on the market, without compromising our hard-earned reputation for quality. To that end, we decided to offer the boat with a low (for us) base price so that a young family just starting out could have a Seaward now, and perhaps add some of the bells and whistles later, as their bank account grew.”

Interestingly, that approach differs from many manufacturers, who are adding to their bottom line by including many high-margin options in their base boats. A Seaward 26RK equipped with a Yanmar diesel ($7,500), rather than an outboard, galvanized tandem-axle steel trailer with surge brakes ($3,800), wheel steering, instruments, portable head, Origo stove, and a CDI furler, would list for almost $50,000.

We think Hake’s pricing strategy makes sense in this market since it allows the neophyte or budget-conscious sailor to manage the size of the expenditure, while affluent sailors can add all of the amenities they like. A small company like this, making just three models, does well to utilize that kind of flexibility.

Conclusions This is the second PS review of a Seaward sailboat; we think the 26RK is a much better buy than the earlier 25-foot model, especially since the company has managed to maintain essentially the same price for more boat.

This boat reflects a thoughtful approach to design that increases user comfort, though its sail plan may disappoint more performance-minded sailors. The additional space in the cockpit and waterline length are a plus, especially since they add only 200 lbs. to the displacement. And we think owners of the 26RK will be pleased at the boat’s ability to gunkhole in bodies of water where deeper draft vessels would be restricted.

Hake has succeeded in cramming reasonable creature comforts into a small area, so crew can sit comfortably when at anchor.

And he has come to grips with construction quality issues by publicly giving employees demerits for poor workmanship, and by using conventional construction methods to produce solid structures.

We also see the use of a la carte pricing as a plus. Since engine beds are part of the mold, a diesel could replace an outboard; and other retrofits could be accomplished just as easily. Plus, given the choice between spending more money on options or taking a credit for the sail inventory in order to buy a bigger mainsail, for example, offers additional flexibility for the prospective buyer.

True, the current glut of used 25- to 30-foot boats on the market provides buyers the opportunity to achieve the goal of boat ownership for significantly fewer dollars than Hake is charging for the 26RK. But considering the quality of this boat and its potential for high resale value, we’d recommend that buyers in the market for a trailerable cruiser seriously check it out.

Contact – Hake Yachts, 772-287-3200, www.seawardyachts.com .

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I really appreciate the no nonsense approach in your evaluation and testing of sailboats and gear. I’m planning to purchase a pocket cruiser in the near future (my last sailboat was a 1987 Pearson 27 – a fine boat!) and look forward to future reviews as I narrow down my choices.

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Our boats are constructed from various proven composite formulas. Below the waterline, the outside layer of ISONPG Gelcoat is backed by a layer of vinylester which is impervious to water penetration and osmosis blistering. The general laminate that accounts for the structure of the hull, deck, and liner is a triaxial stack of unidirectional e-glass, hand-laid. Parts of the bow stem, rudder blades, and keel foil are unidirectional carbon fiber with a vinylester matrix. Our keel trunks are laminated as a part of the hull, as the hull is laid up. When the trunk is bonded to the deck, the result is an extremely rigid structure. There are no coring materials below the waterline and there are no cores that are not impervious to water anywhere on our boats.

Hull To Deck Joint

Each of our boat models have hull to deck joints that are mechanically and chemically joined. Each model has a hull flange designed for maximum mating surface with the deck. The 26RK hull flange is an inverted “J” style. The hull turns outward and downward at the gunnel, and the deck turns downward as well.

The 32RK model has inward turned hull flanges mated to the deck. The hull to deck joints on all models are extremely strong and watertight.

Keel Winch Mechanism

Our keels are housed in a trunk and moved vertically by a 12 volt winch mounted in a water tight box above deck. An ultrahigh strength synthetic cable 1.4 times stronger and 15 times lighter than comparable stainless cable, is routed from the winch drum through a series of stainless turning blocks to provide mechanical advantage to raise or lower the keel.  Our 32RK and 26RK models use 3 turning blocks, all with a 12,000 lb. rating. All components are designed to far exceed any load placed on them and are chosen to be maintenance free and durable in a salt-water environment. All components of the keel winch mechanism are easily accessible. Keel position is controlled via toggle switch from the cockpit.

Keel and Bulb

Our keels are constructed with hand laid outer skins of fiberglass and an inner core of polyester composit. There is no foam or coring material of any kind in the foil. Our bulbs are solid lead castings, and are joined to the keel by stainless threaded rods embedded in the foil. The rods run the length of the foil and through the bulb, and are capped at pockets at the bottom of the bulb with washer and nut. The cast lead bulbs are epoxy coated for better antifoulant adhesion. There are three 5/8” treaded stainless rods for the 32rk and 26rk models.

Yanmar Diesel

Our 32RK has a Yanmar diesel as standard equipment. The 26RK has a diesel or outboard options. The diesel choice for the 26RK is a Yanmar 2YM15 fresh water cooled two cylinder engine producing 15hp. When opting for outboard power, we recommend you purchase your motor from a dealer near you, and suggest a long or extra-long shaft model of approximately 7-9 hp. When outboard power is your choice, we supply an adjustable motor bracket on the transom at no charge.

The 32RK diesel is a Yanmar 3YM-30, producing 29 hp. This is a 3 cylinder engine.

All of our diesels are heat exchanger cooled, and have conventional prop shaft drives, with dripless shaft logs.

A gensets is available on our 32RK  model. Our gensets are single cylinder diesel powered, 4.2kw rated and fresh water cooled. They are housed in sound proofed compartments and are easily accessed for service.

Details : 26 RK

Nicely Equipped at $98,500

The Seaward 26RK is set apart from others in her size and class by her spacious and open cabin, effective use of space and superb performance capabilities. Like all of our sailboats, the 26RK offers an adjustable keel and rudder.  With a draft range between 15” and 6’ you can adjust the keel from the cockpit to suit water depth as shallow as 18″ yet be extremely capable offshore.  Low center of effort sailplan and center of gravity, considerable hull form stability and ballast low in a bulb at the keel’s lower tip provides great stability. Clean underbody and high aspect foils assure high levels of performance on all points of sail. Standard, she comes nicely equipped.  Freedom to SAIL WITHOUT BOUNDARIES in style and comfort!

Details :   32 RK

Nicely Equipped at $198,000

Inspired by the vast water geography of Florida, our Seaward 32RK is the perfect performance/cruiser combination. Generous in space and thoughtful in design our 32RK offers unique teak wood and stainless finishings and accents. Her cabin is comfortable and bright with eight opening ports and two deck hatches, allowing sufficient natural light to shine in. With capacity to sleep four comfortably, she is well appointed for a long journey or a day on the beach. From cooking to showering, and eating to relaxing, we understand your needs in each calculated design.

Never before has a sailboat performed with such distinction yet been so easy to trailer. Her keel not only enhances performance but affords flexibility and ease. With a draft range between 20” and 6’6” she rides close to the wind in deep waters and provides the flexibility and safety to sail in shallow conditions. Come aboard the 32RK and let’s talk about how to realize your dream of owning a quality sailboat that will take you where you want to sail without boundaries.

SPECIFICATIONS & STANDARDS

General Deck Construction

Seaward rudder operation, www.seawardyachts.com.

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Seaward 46RK

• By Mark Pillsbury
• Updated: November 9, 2013

All sailboats are purpose built to some degree, and the Seaward 46RK is no exception. Sitting in the captain’s chair with the oversized wheel at my fingertips, protected from the elements by the bimini mounted on the overhead steel arch, I could well imagine fall days sailing along the inland bays of the Intracoastal Waterway or enjoying my shady seat while gunkholing through the shallow passes of the Bahamas.

The RK in the boat’s name stands for Retractable Keel, and it’s that feature, along with lifting rudders, that makes the Seaward 46 a viable option for skippers bound for thin waters. Don’t get me wrong: With a powerful solent rig, full-batten main, twin 54-horsepower diesels, and a 7-foot-6-inch draft with the keel down, the vessel has all the power and propulsion options needed for a passage to anywhere. It’s just that once there, the boat’s 2-foot-5-inch draft with the keel up will let you explore nooks and crannies that most sailors will only view from afar—or from their dinghy.

I got aboard the 46RK last fall and spent a couple of hours sailing the boat in winds averaging 10 to 12 knots. On the one hand, the boat is fairly straightforward to operate. From the helm, the engine controls and the electric winches are close at hand, and you enjoy good visibility forward over the raised cabin top. The jib set on the inner forestay is self-tending, so tacking upwind requires only a turn of the wheel.

That said, I was glad to have designer and builder Nick Hake aboard because on the 46RK, in addition to trimming the sails, adjusting the rudder and keel depth affects how the boat sails. Set the foils too shallow, you get leeway; too deep, and you’re needlessly dragging appendages through the water. Set just right, though, you get a very pleasant and rewarding ride. And we did.

The 46RK features a raised coach roof and large cabin-house ports, which immediately make sense when you step below. To port is an inside raised navigation/helm station with a captain’s chair identical to the one you find topside. You also have another set of engine controls, a second set of nav instruments, and a panorama of all that lies before you. A rainy day transiting The Ditch? That would pose no problem.

To starboard and down a step, there’s a fully stocked inline galley, complete with espresso machine. Aft are two cabins, both with double berths and ample storage. Forward, the owner’s stateroom is plush, with a centerline queen berth, head and shower, and, again, lots of storage.

The hull is hand laid and solid glass to the waterline. Topsides and deck are cored. The keel is enclosed in a laminate box molded into the hull to prevent water intrusion in the event of a grounding. Throughout, workmanship appeared top notch.

If your sailing grounds include shallow bays and sounds or if you dream, say, of the Bahamas’ turquoise waters, the Seaward 46RK might just do the trick.

Seaward Yachts (772) 287-3200 www.seawardyachts.com

Mark Pillsbury is CW’s editor.

• More: 2011+ , 41 - 50 ft , Coastal Cruising , monohull , Sailboat Reviews , Sailboats
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Seaward 32RK Is a ‘Thin-Water-Cruiser’

The Seaward 32RK was designed and for years built by Floridian Nick Hake. The design is now part of the Island Packet company which builds the Island Packet line of cruising boats as well as the Blue Jacket 40.  The same craftsmen who build the IPYs and BJYs built the Seawards, too, so you know that traditional American yacht style and quality go into every boat.

In its down position at a depth of six-foot, six-inches, the keel offers great stability as well as plenty of lift when sailing upwind. In the half raised position, you will be able to enhance sailing performance downwind by reducing wetted surface. And in the up position the boat will remain stable but will be able to navigate in less than two feet of water. The rudder can be raised, too, to give it shoal draft.

The cockpit is compact but spacious enough for six adults. With a single wheel, the helmsman still has access to the sheet winches on both sides and will have good visibility of the sails. With a small folding table you will be able to have meals and sundowners in the cockpit.

All lines run aft from the mast through line stoppers to winches on the cabin top. The main sheet traveler is on the coach roof forward of the companionway and dodger so it is out of the way of those in the cockpit. The mainsheet runs to a winch on the cabin top.

Forward, the 32RK has a full cruising anchoring system with a chain locker, an electric windlass and an anchor roller on the bow sprit that keeps the anchor away from the bow when it is raised and lowered. This set up will make you feel very secure, even on blustery nights at anchor.

If you are looking for a versatile and interesting cruising boat that can be trailered, beached and sailed just about anywhere, the Seaward 32RK checks off a lot of boxes. For a couple or a young family, the 32RK can make a great cruising home. For more information click here.

Author: Sandy Parks

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2001 Hake Yachts Seaward 23

• Description

Seller's Description

Well kept fresh-water pocket cruiser on Lake Dora in Tavares, Florida. All systems operable with many upgrades. Low-hour Yanmar diesel, custom mattress, first-class fittings including stainless ports, rub rails, stanchions, winches and anchor. Rigged for cruising with bimini, dodger, stack-pack, lazy jacks and autopilot. Portable toilet with available through-deck pump out. Presssure water in slide-out galley. New anchor rode and chain. Galvanized Magic-Tilt tandem axle trailer with surge brakes and good tires. Shes in a transferrable slip at the Tavares Municipal Marina or ready to go to ports far and wide.

Equipment: Raymarine autopilot Raymarine depth sounder Roller-furling 135 genoa. Fully-battened main sail with lazy jacks, stack pack and reefing line led to cockpit. VHF radio with remote microphone Shore power, battery charger, DC and AC outlets throughout the vessel. Pressure water at galley sink. Edson wheel steering. Fenders, dock lines, PFDs, fire extinguishers cockpit cushions and life ring. Gin pole for raising and lowering the mast. Mast crutch for mast support while trailering.

Bottom paint. Registered in Florida

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)

Also offered with an unstayed cat rig. Yanmar inboard offered as an option.

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry’s wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country’s leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month’s Passenger Vessel Week.

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Tags: Emperium Filka Moscow Moscow Department of Transport and Road Infrastructure Development Moskva River Presnya Russia Sinichka WBW newbuild

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

If using any of Russia Beyond's content, partly or in full, always provide an active hyperlink to the original material.

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