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When did Sigma yachts cease being built?

• Thread starter Twister_Ken
• Start date 6 Mar 2009

Twister_Ken

Well-known member.

Anybody know when Marine Projects gave up building Sigmas?  

Early 90s I think.  

Probably right early 90's. David Wright who used to own Hamble School of Yachting mentioned to me in 1998 that he could still get Sigma 38's built but there has to be an order for at least 3 No. Not sure who he was talking to.  

And google gives the answer... From the Sigma 38 class website. [ QUOTE ] History In 1985 the Royal Ocean Racing Club and the Royal Thames Yacht Club agreed to sponsor a new One Design and commissioned top yacht designers, including Rob Humphries, Stephen Jones and David Thomas. The designers put forward proposals to some of the top yachtsmen of the day and the decision was made to adopt the design of David Thomas who had already designed the successful Sigma 33. Built by Marine projects in Plymouth with a sail wardrobe from North Sails the Sigma 38 became extremely popular, costing around 60,000 pounds plus the dreaded VAT. Marine Projects built a total of 124 yachts. Northshore Yachts at Itchenor built the last Sigma 38 in 1993. Large fleets were established in Scotland, Ireland, on the East Coast and particularly on the South Coast. The Class Association was established in 1988. Many changes, including introducing new sail makers, have been introduced to the rules to maintain the competitive nature of the fleet. [/ QUOTE ] Or sort of. States that northshore built the last one, but no mention of when Marine projects gave up.  

jamesjermain

Active member.

Sigma Yachts was a marketting division of Marine Projects who built them alongside Moodys to give them a presence in the lucrative cruiser racer/one design market of the late 70s (the first model was, needless to say, the Sigma 33 of 1978). Sigma was merged with Moody in around 1988 and production ceased in 1992 or maybe 1993. Popular models included the 33, 36/360, 38 and 41. Less successful were the 29/292 and 35. The cruising version of the of the 33, the 33c also had limited appeal.  

Thanks JJ.  

[ QUOTE ] Sigma Yachts was a marketting division of Marine Projects who built them alongside Moodys to give them a presence in the lucrative cruiser racer/one design market of the late 70s (the first model was, needless to say, the Sigma 33 of 1978). Sigma was merged with Moody in around 1988 and production ceased in 1992 or maybe 1993. Popular models included the 33, 36/360, 38 and 41. Less successful were the 29/292 and 35. The cruising version of the of the 33, the 33c also had limited appeal. [/ QUOTE ] No mention of the 400?  

Northshore bought the moulds for the 38 and built one on speck in about 1995/6. They wanted £120k which didn't really work when a 2nd hand one cost about £60 for a good one. They eventually sold it for about £80k I believe. It was built a la Northshore and very nice, way and above the best 38 ever but times had moved on and Sigma needed to be built to a price not a quality. Still amazing that this year is the 21st birthday of the fleet and it is still unrivalled.  

[ QUOTE ] Still amazing that this year is the 21st birthday of the fleet and it is still unrivalled. [/ QUOTE ] Pretty sure that the First 40.7s and J109s would have something to say about that!  

[ QUOTE ] [ QUOTE ] Still amazing that this year is the 21st birthday of the fleet and it is still unrivalled. [/ QUOTE ] Pretty sure that the First 40.7s and J109s would have something to say about that! [/ QUOTE ] The J109 is at the top of their game at the moment and don't begin to approach the S38 at the top of theirs. In 15 years time how many 109s will be about ? Even today the 109 fleet is no bigger that the current S38 one. (he says, ducking below the parapet) The 40.5, I can't remember how big the fleet is.  

[ QUOTE ] [ QUOTE ] [ QUOTE ] Still amazing that this year is the 21st birthday of the fleet and it is still unrivalled. [/ QUOTE ] Pretty sure that the First 40.7s and J109s would have something to say about that! [/ QUOTE ] The J109 is at the top of their game at the moment and don't begin to approach the S38 at the top of theirs. In 15 years time how many 109s will be about ? Even today the 109 fleet is no bigger that the current S38 one. (he says, ducking below the parapet) The 40.5, I can't remember how big the fleet is. [/ QUOTE ] "Even to day the 109 fleet is no bigger than the current S38 fleet" Whilst I have no connection to the 109s, that's simply not true! Not in terms of boats that actually go racing, rather than exist anyway. Some numbers Cowes week 2008 Sigma 38s - 18 J109s - 39 40.7s - 42 Round the Island Race Sigma 38s - 25 (+4 unrated in ISC) J109s - 34 40.7 - 46 Hamble winter series Sigma 38s - 11 J109s - 23 40.7s - 6 2008 national championships Sigma 38s - 10 J109s - 32 40.7s - 14 2007 Fastnet Sigma 38s - 16 (1 finisher) J109s - 10 (1 finisher) 40.7s - 24 (5 finishers) So no, the Sigmas are not still more numerous that the 109s, or the 40.7s in general racing events. Only offshore are their more 38s than 109s, which is not a huge suprise as of the sigmas are a popular choice with sailing schools for fastnet boats.  

[ QUOTE ] [ QUOTE ] Sigma Yachts was a marketting division of Marine Projects who built them alongside Moodys to give them a presence in the lucrative cruiser racer/one design market of the late 70s (the first model was, needless to say, the Sigma 33 of 1978). Sigma was merged with Moody in around 1988 and production ceased in 1992 or maybe 1993. Popular models included the 33, 36/360, 38 and 41. Less successful were the 29/292 and 35. The cruising version of the of the 33, the 33c also had limited appeal. [/ QUOTE ] No mention of the 400? [/ QUOTE ] Or the Sigma 8 - admittedly not built by MP, but still marketed as a Sigma.  

[ QUOTE ] [ QUOTE ] [ QUOTE ] [ QUOTE ] Still amazing that this year is the 21st birthday of the fleet and it is still unrivalled. [/ QUOTE ] Pretty sure that the First 40.7s and J109s would have something to say about that! [/ QUOTE ] The J109 is at the top of their game at the moment and don't begin to approach the S38 at the top of theirs. In 15 years time how many 109s will be about ? Even today the 109 fleet is no bigger that the current S38 one. (he says, ducking below the parapet) The 40.5, I can't remember how big the fleet is. [/ QUOTE ] "Even to day the 109 fleet is no bigger than the current S38 fleet" Whilst I have no connection to the 109s, that's simply not true! Not in terms of boats that actually go racing, rather than exist anyway. Some numbers Cowes week 2008 Sigma 38s - 18 J109s - 39 40.7s - 42 Round the Island Race Sigma 38s - 25 (+4 unrated in ISC) J109s - 34 40.7 - 46 Hamble winter series Sigma 38s - 11 J109s - 23 40.7s - 6 2008 national championships Sigma 38s - 10 J109s - 32 40.7s - 14 2007 Fastnet Sigma 38s - 16 (1 finisher) J109s - 10 (1 finisher) 40.7s - 24 (5 finishers) So no, the Sigmas are not still more numerous that the 109s, or the 40.7s in general racing events. Only offshore are their more 38s than 109s, which is not a huge suprise as of the sigmas are a popular choice with sailing schools for fastnet boats. [/ QUOTE ] I stand corrected. Back below the parapet. I am curious as to how many S38s there were in their fleet, say 15 years ago. Must go and do some work now but maybe might have a dig later.  

Sorry, missed the 400 but I can't remember the 8.  

[ QUOTE ] I stand corrected. Back below the parapet. I am curious as to how many S38s there were in their fleet, say 15 years ago. Must go and do some work now but maybe might have a dig later. [/ QUOTE ] No problem, that was quite an interesting exercise, and has got me thinking. Most interesting thing about those numbers is the way the 109s stay quite similar where the S38 and 40.7 vary wildly. I suspect this is due to the S38 and 40.7 being popular charter boats, so big fleets for popular events, wheras 109s are currently in the "owner raced" phase of their development so come out for more races. Especially interesting that Sigmas and 40.7s can get fleets of 25 and 42 for RTI, but only 10 and 14 for nationals.  

Ah! Yes, the carbon fibre Peterson design for Shipman, badged the Sigma over here - not really part of the British Sigma family  

I'm pretty sure the 8metres were not carbon....  

You may be right but I'm sure it had carbon about it somewhere  

[Most interesting thing about those numbers is the way the 109s stay quite similar where the S38 and 40.7 vary wildly. I suspect this is due to the S38 and 40.7 being popular charter boats, so big fleets for popular events, wheras 109s are currently in the "owner raced" phase of their development so come out for more races. Especially interesting that Sigmas and 40.7s can get fleets of 25 and 42 for RTI, but only 10 and 14 for nationals. [/ QUOTE ] The J109 is a much more expensive boat than the other two ever were and also needs a smaller crew. I would be surprised if J composites build quality would withstand the bashing that the charter Sigmas and Bennys get. Both the latter give huge bang for the buck.  

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Practical Boat Owner

• Digital edition

Coming of age: the 1970s yacht designs that have stood the test of time

• Rupert Holmes
• February 14, 2020

Sailing in the 1970s was characterised by innovation, enthusiasm, mass participation and home boatbuilding. Rupert Holmes reports

The 1970s saw further rapid advances in boat design, with new boats becoming quickly outclassed. It also coincided with a new rule for rating race boats, the International Offshore Rule (IOR).

This had an enormous effect on yacht design – many cruising yachts also sported the narrow, pinched sterns of the era.

IOR severely penalised righting moment, so the bulb keels that had started to gain in popularity in the late 1960s disappeared. Instead, lightly ballasted keels , with their centre of gravity well above the mid point, became the norm.

In my view this set yacht design back by almost two decades. It also had important safety implications in terms of ultimate stability that helped contribute to the Fastnet race disaster at the end of the decade.

Nevertheless yachts became faster and were generally more robust, more reliable and more fun to sail.

For instance, the Macwester 27 of 1972 – a development of the earlier 26 – was one of the first yachts to benefit from tank testing to improve its hydrodynamic efficiency.

The result was significantly deeper bilge keels that were set at more efficient angles and a more effective rudder . This transformed speed and handling and, combined with a new interior, created a desirable yacht.

This was also the heyday of home boatbuilding .

Participation in boating continued to grow at a staggering rate, so the demand for craft far outstripped what the second-hand market could supply.

By contrast, today’s boat buyers reap the benefits of the huge number of boats that were built in the 1970s and now often change hands at very modest prices.

It’s often thought that sensible cruising yachts of this era were built exceptionally strongly.

Incidents today tend to be shared rapidly via social media, but 40 years ago it was easier to keep embarrassing events quiet.

Yet, there were numerous examples of problems, including a near new Westerly Pageant that sank on its tidal mooring in Chichester harbour when one of the keels parted company with the hull.

Similarly, all but a few Westerly GK29s , Fulmars and Konsorts had to have the reinforcement that spreads the keel loads in the bilge replaced with top-hat stringers in place of the original glass-over-plywood frames.

As with 1970s cars, the scale of some problems at this time should not be underestimated – large numbers of near-new boats had to be modified and Westerly was by no means the only manufacturer that suffered.

Fortunately for today’s buyers the appropriate repair procedures were well understood and have usually withstood the test of time well.

Designer profile: Olin Stephens America’s Cup hero and yacht designer Olin Stephens

With a career that started in the 1920s, Olin Stephens was one of the most successful and prolific designers of the 20th century.

In the early and mid-1970s he was still producing craft that excelled at every level in offshore racing and prestigious events including the Rolex Fastnet, Sydney Hobart and Whitbread Round the World races.

His designs also dominated the America’s Cup from its post-war revival in 1958 until 1980.

Stephens’ S&S 34 of 1969 had proved hugely successful, to the extent that former British Prime Minister Sir Edward Heath owned one in which he won the Sydney Hobart Race.

The design was to continue to prove successful for many years, including winning a heavy weather Round Britain and Ireland Race in the 1990s, and successfully completing several non-stop circumnavigations via the Southern Ocean. It remains a sought after and very capable classic.

This was also the era of Nautor’s early Swan designs, all of which came from the Sparkman & Stephens office until after Olin’s retirement at the age of 70. The best known by far was the Swan 65, thanks to Sayula II taking overall victory in the first Whitbread and second, third and fifth places four years later. Newer S&S designs won the next two races.

The early part of the 1970s was still an era in which successful offshore racing yachts would also make first-class cruisers and many of these boats still ply the world’s oceans.

Tomahawk 25 – 1970

The Alan Hill-designed Tomahawk 25

Marcon grew to become a huge boatbuilder in the 1970s, having been founded with the launch of the Trident 24 in 1960. Other models, including the Cutlass 27 (1967) and Sabre 27 (1968) followed, heralding a period of rapid growth that at one stage saw the company moulding some 15 designs, including the entire Rival range.

As well as laminating bare hull and deck mouldings for other boatbuilders, Marcon also supplied a large number of boats for home completion. While some of these suffered from a clearly DIY level of fit out, a few were completed to an extremely high standard that would have been unaffordable on a commercial basis.

The Tomahawk is an Alan Hill design that was offered in bilge and fin keel formats, both with a skeg hung rudder. This was a spacious design for a boat of its size in this era, both on deck and below.

The cockpit extends almost to the transom, while below decks early boats had a linear galley to port, with a dinette that converted to a double berth opposite. Later models had a more traditional arrangement with two settee berths and a small galley aft. A full-width heads compartment separates the forecabin from the saloon.

LOA: 7.70m (25ft 4in) LWL: 6.10m (20ft 0in) Beam: 2.60m (8ft 6in) Draught (fin keel): 1.40m (4ft 8in) Draught (twin keel): 0.90m (3ft 0in) Displacement: 2,300kg (5,066lb) Ballast: 1,000kg (2,200lb) Price now: £2,500-£7,000 tomahawk25.co.uk

Laser – 1970

Lasers have been hugely popular – with owners ranging from occasional club racers to Olympians

Canadian Bruce Kirby visualised an entirely new type of boat when he first sketched the Laser , a design that was reputedly created on the back of an envelope. It was conceived as a simple car-toppable boat that would be fun to sail, rewarding to race and made use of recent advances in materials.

In some senses this is the ultimate minimal boat – a slender hull with low freeboard, single sail and vestigial cockpit. A key benefit is that, unlike other dinghies of its time, the boat doesn’t need tedious bailing after a capsize. It proved an outstanding success, fleets quickly sprang up around the world and more than 215,000 have now been sold.

For best performance in the standard format the boat needs a big sailor – someone over six feet tall and weighing at least 80kg. Smaller rigs , dubbed Radial and 4.7, were therefore developed for smaller and younger sailors. This further boosted the Laser’s popularity, even though the smaller sails are underpowered relative to the hull weight.

Seven years later the Topper was born of a similar concept, but is a smaller boat of a perfect size for teenagers. It was made of almost indestructible polypropylene and at one time was the biggest injection moulding in the world.

LOA: 4.20m (13ft 9in) LWL: 3.81m (12ft 6in) Beam: 1.39m (4ft 7in) Hull weight: 59kg (130lb) Standard sail area: 7.06m2 (76ft2) Price today: £600-£4,000 laser.org

Contessa 32 – 1971

David Sadler-designed Contessa 32 is still an extremely popular and sought-after yacht

This was the second design from David Sadler to be built by Lymington boat builder Jeremy Rogers, following the long keel Contessa 26 of 1966 . At the time it represented the state of the art, with a separate skeg-hung rudder, high-aspect mainsail and large overlapping genoas.

Low freeboard and narrow beam helped keep total weight in check and contribute to ultimate stability, at the expense of the boat being wet in a seaway and reduced internal volume. The keel-stepped masthead rig is typical of early IOR inspired sail plans, with small mainsails and large overlapping genoas.

Nevertheless the hull shape is excellent for thrashing to windward in a blow and the high angle of vanishing stability – an astonishing 156° – makes for a supremely seaworthy vessel. A Contessa 32 was the smallest boat to finish the 1979 Fastnet race and examples have been sailed all over the globe.

Other designs of the same era have similar shapes, from the Nicholson 55 and Swan 65 to the 22ft Pandora and even the 19ft Squib racing keelboat that evolved into the Hunter 19 and Europa mini cruisers.

LOA: 9.75m (32ft 0in) LWL: 7.31m (24ft 0in) Beam: 3.00m (9ft 10in) Draught: 1.65m (5ft 6in) Displacement: 4,300kg (9,480lb) Ballast: 2,045kg (4,508lb) Sail area: 52.2m2 (562ft2) Price today: £14,000-£40,000 co32.org

Moody 33 – 1973

Wide-bodied Moody 33 was a big leap forward in European yacht design

This this was the first model in a range of Angus Primrose-designed yachts that marked the famous yard’s move from low-volume semi-custom boat building to becoming one of Europe’s most successful new boat sales operations.

Although the original accommodation layout was quite conventional for a centre cockpit boat of the era, it represented a giant step forward in cruising yacht design on this side of the Atlantic.

In particular the wide-beamed hull design was unusual at this time and is even not narrow by today’s standards. The later 333 models adopted a walk through to the aft cabin, albeit with limited headroom, while the 33S had an aft cockpit arrangement with a double quarter cabin.

The boat’s sailing qualities also surprised many at the time of her launch, with her then long waterline length enabling faster passage times than many ostensibly more performance oriented designs of the same length. However, a moderate draught and that wide hull limit progress in light airs and when close-hauled.

LOA: 10.06m (33ft 0in) LWL: 8.69m (28ft 5in) Beam: 3.51m (11ft 5in) Draught: 1.35m (4ft 5in) Displacement: 4,773kg (10,500lb) Ballast: 1,730kg (3,815lb) Sail area: 42.0m2 (452sq ft) Price today: £14,000-£22,000 moodyowners.org

Continues below…

Sail boat rigs: the pros and cons of each popular design

Peter Poland looks at the history of popular rig designs and how the different types affect boat performance

Boat hull design: how it impacts performance

Peter Poland explains how boat hull design has evolved over the years and how it affects boat handling and accommodation

Keel types and how they affect performance

Peter Poland looks at the history of keel design and how the different types affect performance

Jeanneau Melody – 1974

The Melody’s interior layout set the new standard

As well as new hull shapes, builders were also experimenting with new accommodation arrangements. In 1970 Jeanneau had already set new standards in interior space with the 29ft 6in Folie Douce, partly thanks to the boat’s wide beam. Six years later this was updated with an extended coachroof and renamed the Brin de Folie.

However, it was the 34ft Melody that introduced the interior layout that within 10 years would be adopted by almost every other new yacht of this size right up to the present day – the double quarter cabin.

On the Melody this is a little cramped, as the stern sections are narrower than on later designs, but this trend-setting arrangement was immediately copied and improved upon.

Early designs with a quarter cabin were often seen to be lightweight and flighty, but the Melody is a very solid sea boat.

A hefty ballast ratio and deep draught combine to make this a very capable vessel, even in heavy weather, while a powerful rig ensures good progress even in light airs. Around 600 were built.

LOA: 10.25m (33ft 7in) LWL: 8.70m (28ft 6in) Beam: 3.38m (11ft 1in) Draught: 1.90m (6ft 3in) Displacement: 6,000kg (13,228lb) Ballast: 2,900kg (6,400kg) Sail area: 55.3m2 (596ft2) Price today: £12,000-£20,000 jeanneau-owners.com

Quarter Tonners – (1967-1996)

The David Thomas Bolero design

As the decade wore on the rise of the IOR rating rule for racing yachts had an enormous effect on yacht design. The smaller Quarter Ton level rating class gave designers great opportunities to experiment, which resulted in some weird and wonderful shapes including bumps and hollows intended to exploit loopholes in the rule. This test bed also produced some important advances in yacht design.

The rule changed regularly in an attempt to keep up with designers’ creativity, so boats quickly became outclassed. As a result a thriving industry sprang up to build new designs. The class also established the reputations of a slew of designers that are still well known today, including Ron Holland, Ed Dubois , Bruce Farr and Doug Peterson.

These boats were at the forefront of innovation, which was often driven by small companies working in less than ideal conditions. It’s a long time since anything on a similar scale has existed in the UK, although there are hints of it in Poland, which has a long maritime heritage and inexpensive industrial premises.

In the early 1970s Quarter Tonners still had narrow sterns and were short waterline displacement boats, but as the decade progressed transoms broadened, opening the way to surfing, or even planing performance downwind.

Until the mid-1970s designs like Westerly’s GK24, Ron Holland’s Eygthene 24 and the David Thomas-designed Bolero (pictured) also offered tenable accommodation and were often marketed as cruiser racers. However, by the end of the decade freeboard and coachroofs had both diminished in size, with stripped out interiors having minimal volume becoming the norm. After this point high-end racing yachts and performance cruisers continued to diverge.

LOA: 7.80m (25ft 7in) LWL :6.80m (22ft 4in) Beam: 2.50m (8ft 4in) Draught: 1.40m (4ft 8in) Displacement: 1,272kg (4,170lb) Price today: £3,000-£25,000 quartertonclass.org

The Drascombe story

The enduringly popular Drascombe Lugger (Alamy stock photo)

Those who preferred more leisurely sailing in smaller boats were also well catered for. Although the Drascombe Lugger pre-dates the 1970s, this was the decade in which the popularity of the designs took off and some 4,500 from 14-22ft have now been built across more than a dozen different models.

The original 18ft Lugger, built in wood by designer John Watkinson in 1965, was an undecked open daysailer with an easily handled loose footed yawl rig.

Watkinson took his first wooden production model to the 1968 London boat show, where it proved unexpectedly popular – he took an order within half an hour of the show opening, plus a further ten before the show ended.

That led to him licensing Honnor Marine to build the boats in fibreglass . When they exhibited the first boat in 1969 sales took off.

Large families loved the big cockpit that meant children could bring their friends sailing and there was heaps of space for picnics. The outboard engine is mounted well aft to keep noise as far away from the crew as possible.

Further designs soon followed, with the 22ft Longboat unveiled in 1970. Unlike the Lugger , this was also offered with a small two-berth cabin, giving additional flexibility.

Yet the boat weighs only 480kg, so it can be towed by a relatively small car, while the simple rig with short masts makes for quick and easy launching and recovery. A clear measure of the success of the concept is the Drascombes are one of a handful of designs from their era that are still in build today.

LOA: 5.72m (18ft 9in) Beam: 1.90m (6ft 3in) Displacement: 340kg (748lb) Sail area: 12.26m2 (132ft2) Price today: £2,500-£6,500 drascombe-association.org.uk

Sigma 33 – 1979

Sigma 33 design was influenced by the IOR

This David Thomas design was conceived as a fast one-design cruiser racer. It was an instant hit with the racing community and before long the class had a 70-strong fleet competing at Cowes Week.

Much had changed in design terms since the launch of the Contessa 32 eight years earlier. The Sigma has the feel of a larger yacht – a factor that’s also reflected in the accommodation volume. Thomas stayed with a traditional layout, but greater beam and higher freeboard dramatically increases the accommodation volume.

Under water the boat is a fundamentally different shape, with a shallower canoe body and broader transom, yet proportionately less wetted surface area.

The large balanced spade rudder improves control, especially in a quartering sea, while the increased form stability and broader aft sections markedly reduce rolling when sailing downwind.

Today, the Sigma 33 is seen as a moderate design by cruisers and heavy and sluggish among the racing community.

How did it score in the seaworthiness stakes?

The Sigma 33 doesn’t benefit from the Contessa 32’s high angle of vanishing stability (AVS), but it’s still well proven. The prototype lost a coachroof window in the 1979 Fastnet race storm, when the aperture widened as the structure distorted on a big wave. Nevertheless, it became one of the smallest boats to finish the race, albeit in very experienced hands. Subsequent boats have two separate windows, with structure between them, in place of the prototype’s long single window.

Even though the Sigma 33 was not intended as an IOR design key features were still influenced by the rule and Thomas later remarked that the keel would be more effective if it was bolted on upside down!

LOA: 9.90m (32ft 9in) LWL: 8.00m (26ft 3in) Beam: 3.20m (10ft 6in) Draught: 1.70m (5ft 7in) Displacement: 4,000kg (8,820lb) Ballast: 1,680kg (3,704lb) Price today: £15,000-£26,000 sigma33.co.uk

1979 Fastnet disaster

14 August 1979. Irish Sea. A lone yachtsman aboard Camargue – eight survivors were plucked from this yacht by Royal Navy rescue helicopter (Alamy/AJAXNETPHOTO)

The decade ended with one of the biggest disasters ever to hit the boating world.

Three days into the 600-mile race winds built unexpectedly to a sustained Force 10, with some competitors recording gusts above 70 knots.

In all 24 yachts were abandoned, five of which sank, 15 competitors lost their lives, and a further six people on non-racing yachts in the area also died. That toll was the UK’s largest ever peacetime rescue mission, involving some 4,000 people.

More than a third of the fleet experienced a knock-down to 90° and a quarter beyond that, including many boats that fully inverted or pitch poled.

Part of the problem was that the IOR rule penalised righting moment and encouraged low ballast ratios.

This effectively banned low centre of gravity keels, which made knockdowns and inversions more likely. The problem was further exacerbated by the trend towards wide hulls that are more stable in the inverted position.

Since many new cruising designs of the day were based on a successful IOR hull, there’s also a raft of cruising designs that have less than ideal ultimate stability.

For cruising sailors the legacy of IOR means many thousands of affordable boats built during one of the most active ever periods of boatbuilding lack the stability they could have.

The effects of this are two-fold. In moderate conditions reduced stability means a more tender boat that needs reefing earlier and more frequently, and one that will respond to gusts in a more dramatic manner.

In extremis, if caught in severe weather lack of stability makes it easier for wave action to capsize a boat. And if it rolls to 180°, a design with a low AVS will have less chance of being righted in a timely manner.

On a positive note, the subsequent inquiry led to important improvements in lifejacket , safety harness and liferaft design.

One other important point is rarely made in this context.

The accuracy of medium term weather forecasts has been improving at a rate of around one day per decade since the late 1970s. In other words the six-day forecast now has similar accuracy to the 48-hour forecast in 1979.

Yachting Monthly

• Digital edition

Sigma 33: one of the most successful one designs ever launched

• David Harding
• January 20, 2023

One of the most successful offshore one-designs ever launched, the Sigma 33 is also becoming widely recognised as a capable and versatile cruising yacht

The Sigma 33’s hull is a strongly built one-piece GRP structure, hand-laid using chopped-strand mat and woven rovings. Credit: David Harding Credit: David Harding

Product Overview

Manufacturer:, price as reviewed:.

The Sigma 33 is known for many things. She’s the boat that was to have been called the Skua 33 until an existing Skua class complained and her name was changed.

She’s the boat that missed out on selection as one of the three ‘official’ one designs following the Royal Ocean Racing Club’s one-design conference in 1978, but which went on to outsell all those that were chosen.

She’s the boat that was known as the ‘six-knots upwind and six-knots downwind ’ boat – rather unkindly, perhaps.

The deck-stepped fractional rig has a single set of well-swept spreaders. Credit: David Harding

But above all she’s known as one of the most outstandingly successful one-design racing yachts the world has ever known, fielding fleets of 70+ boats at Cowes Week in the early 1980s.

Of a total of 364 Sigma 33s built between 1978 and 1991, that’s a remarkably high percentage making the start line.

It proved how precisely she hit the spot. Her designer, David Thomas, had done it again.

He said to me on a number of occasions that the trick wasn’t just to design a boat that people wanted to sail; you also had to design a boat that people wanted to buy.

He was very good at that.

Growing popularity of the Sigma 33

As a racing boat, then, the Sigma 33 was an unqualified success.

She wasn’t the trendiest boat of her size, and today, 45 years on, she’s widely seen as perhaps a little staid and pedestrian in racing circles.

Thomas wanted a boat that was modern yet not extreme; that looked reasonably racy and was easy to sail close to its potential.

The deck layout of the Sigma 33 is conventional for a performance cruiser of the time. Non-skid strips forward of the mast and on the foredeck are helpful for the mastman and bowman. Credit: David Harding

This wasn’t a boat in which the hot-shots would disappear over the horizon while the club sailors were spat out of the back of the fleet.

She’s forgiving and easy to get going; qualities that make her popular in short-handed races to this day.

A lot of race boats are hard to keep on the boil, demanding full concentration all the time.

The Sigma 33 isn’t like that, but getting the last 5% out of her is hard. That’s what made the racing close and made it difficult to win.

David Thomas himself won the nationals more than once in his own Sigma 33, Circe .

Despite her one- design origins, the Sigma 33 makes an excellent fast cruiser. Over 360 were built. Credit: David Harding

It wasn’t just as a one-design that the Sigma excelled, however. Designed towards the end of the International Offshore Rule era, she also proved to be competitive under IOR.

What’s more, though conceived as a race boat, she wasn’t so flighty that leisurely sailing was out of the question, or that sailing from the Solent to Cork Week with a small delivery crew would be a major challenge.

In fact the cruising potential was recognised when, in 1981, Marine Projects started building a cruising version, the 33C, with a shorter masthead rig and longer, shallower keel .

Even this de-tuned Sigma was no slouch.

After a double Atlantic crossing, a 33C won the two-handed class in the breezy 2011 Fastnet.

A Sigma 36 finished second and a 38 came fourth.

Signs of the time

Looking at the Sigma 33 now, it’s not hard to date her as a design.

The raked stem, the relatively low hounds, the narrow stern (by modern standards) and the IOR-shaped keel (longer in the chord at the root than at the tip) all give you a pretty good idea of when she was launched.

A classically proportioned fractional rig and balanced hull lines combine to create an attractive boat. Credit: David Harding

David Thomas later said that she would have been faster if she hadn’t had ‘an upside-down keel’.

That was the shape of the day, because the IOR penalised stability: a low centre of gravity didn’t get you a favourable rating.

Despite all this, and largely because she was (and is) a conservative design in many ways, the Sigma has had a long life both as a racer and as a cruiser.

She proved her offshore capabilities early on, when two boats survived the 1979 Fastnet Race .

One was sailed by David Thomas, with a crew that included Bill Dixon and Sigma surveyor supreme, David ‘Hoppy’ Hopkins.

A full-depth cockpit locker to starboard swallows plenty of warps and fenders. Credit: David Harding

Sigma 33s are still winning today at national level under IRC, one topping its class in Cowes Week in 2021.

They’re also becoming increasingly accepted as good cruising boats.

Some owners, on giving up racing to go cruising, have decided to make a few changes to their Sigma rather than to change boats.

One with whom I sailed 10 years ago had bought a 33 with the intention of racing it. He had raced dinghies and smaller cruisers, but enjoyed the cruising so much that he never actually raced the Sigma.

He frequently sailed past 40-footers, and returned from Cherbourg to Poole on one occasion in 6.5 hours. Of course speed is relative.

A lever backstay tensioner worked well on Sigmas, though some owners added yet more power. Credit: David Harding

Would a Sigma 33 ever get the better of today’s 33ft pace-setters, such as the Sun Fast 3300, J/99 or JPK 1010?

Highly unlikely, even if it was upwind all the way, but the Sigma is still capable of springing surprises on the race course.

In any event, she’s a quick boat for a 33ft cruiser.

One Sigma owner who knows this is Mark Heseltine, who has co-owned Trufflehunter since 1985.

And that’s not the full extent of his involvement in Sigmas, because he had a share in one of the very first boats to leave the factory some years earlier.

Stowage for a liferaft is beneath a lift-out moulding at the forward end of the cockpit. Credit: David Harding

That one had been a move up from a GK 24, both the GK and the first Sigma being named Proven Sharpe after CID detective Chief Superintendent Proven Sharpe, who was based nearby in Devon at the time.

CS Sharpe graciously consented to the use of his name and even popped along to the GK’s launching party.

Before moving into cruisers, Mark had spent many years racing dinghies and had also been involved in an Olympic campaign in the Soling with his brother, Richard, competing against the likes of John Oakeley.

Having joined the offshore world – while continuing to sail dinghies too – Mark did a substantial amount of offshore sailing, including the 1982 Round Britain Race in the first Sigma.

Towing genoa cars are well worth having whether you’re cruising or racing. Credit: David Harding

Entrants on that occasion included Robin Knox-Johnston , Chay Blyth , John Oakeley (again), Rob and Naomi James and Bob Fisher.

Along with Chay Blyth (during his British Steel days) and the late great Mike Birch, Rob and Naomi James were among the big names of the day to spend time in Dartmouth in the 1970s.

Both Mark and I were based on the Dart and doing a lot of sailing – often in different boats, sometimes in the same one – so we were fortunate to find ourselves rubbing shoulders with some of the world’s greatest sailors.

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Little and larger

At various times Mark had the GK 24, a J/24 and the Sigma 33s, all of which I raced with him from Dartmouth and sometimes elsewhere.

We sailed in a distinctly blustery J/24 nationals in Poole in 1984, which preceded the worlds and where the entry list was a veritable Who’s Who of the yacht-racing world.

Another national championship was with the Sigma in Cowes in 1989 – a year when a certain Mr Thomas won – so when we met for a sail last summer it had been over 30 years since I had sailed on Trufflehunter and too long since I had sailed from Dittisham, where I was brought up and where Mark’s family has kept boats since the 1950s.

A nicely finished saloon for a sporty boat, with no interior mouldings, bulkheads bonded directly to hull and deck, and vinyl panels overhead. Credit: David Harding

We chose a stunning day for our sail, with just enough wind after an hour or two to get Trufflehunter powered up nicely and remind me that the Sigma 33 is a thoroughly enjoyable and responsive boat to sail.

At the helm you have a comfortable perch on the coamings abaft the mainsheet traveller.

For fully crewed racing or short-handed cruising, the layout and hardware work well, though if single-handing without an autopilot you need to hop over the traveller to reach the headsail winches on their plinths either side of the companionway.

Mark treated Trufflehunter to a Harken windward-sheeting car while he was still racing (winning the European Championship in 1990 and the nationals in 1995).

Otherwise, most of the hardware is original.

Hanging space with zip-up doors opposite the heads between the saloon and forecabin. Credit: David Harding

As for the ‘software’, cruising sails in Dacron have replaced the racing laminates.

The mainsail has luff sliders rather than a bolt-rope, and the headsail is on a reefing system.

Despite having made these changes for ease of handling, Mark acknowledges that: ‘Sigma 33s are still jolly good cruising boats even with the original sails, because they sail fantastically well with the working jib in any sort of breeze. We had a cracking sail once along the south coast of Brittany, slicing through the 40-footers that were struggling with their roller-reefing headsails. We overtook them with no trouble’.

As we sailed across Start Bay, Mark refreshed my memory on some of the details when he and two other crew were lifted by helicopter from a liferaft after abandoning a 39-footer west of Bermuda.

They had been on a delivery from the UK to Annapolis when the keel started wobbling rather alarmingly and showed every sign of being about to drop off.

They didn’t wait for that to happen. The boat was never seen again.

A good-sized chart table with stowage and instrument space – something rarely found on modern 33-footers. Credit: David Harding

Mark’s account of the incident was published in Yachting Monthly in 1986.

Having not arrived in the USA quite as he had hoped on that occasion, Mark made it more comfortably a few years later as commodore of the Royal Western Yacht Club, to greet the finishers in the 2000 OSTAR (singlehanded trans-Atlantic race) that had been started in Plymouth by the RWYC.

One of the prizes he presented was to Ellen MacArthur, the surprise winner of the Open 60s.

MacArthur returned the favour two years later, presenting Mark with the trophy for winning the Squib class in Cowes Week.

On the subject of comfortable arrivals, let’s take a quick look below decks on the Sigma.

To starboard of the companionway, the galley is basic but perfectly functional. Credit: David Harding

It’s the traditional British layout: forecabin, heads and hanging locker, saloon, galley, chart table and quarter berth.

With no internal mouldings except in the heads, stowage and access to the hull is generally good, though the space under the saloon berths is used for water tankage to centralise the weight.

You can stand up (headroom is 6ft 1in/1.85m), lie down and cook, both in harbour and under way.

For a boat that was conceived as a one-design, it’s pretty civilised.

Verdict on the Sigma 33

Between his sailing bases in Plymouth and on the Dart, Mark’s smaller boats in recent decades have included a Devon Yawl, a Squib and a J/80.

But it’s the Sigma that has proved to have the staying power, and it’s easy to see why.

Whatever sailors of modern, sportier boats might have to say, the Sigma 33 is not a ‘six knots upwind and six knots downwind’ boat.

Six knots is not a bad upwind speed for a 33-footer anyway – as long as the boat points, which the Sigma does – and, while she might not surf downwind as readily as some, she will get up and go.

I remember a lively spinnaker reach back across the English Channel in the pitch black of the early hours during the offshore race of the 1989 nationals, when we were all trimming hard to use every surfable wave.

Although designed as a racing boat, the Sigma 33 has a cockpit that works equally well for leisurely sailing. Credit: David Harding

We managed a lot more than six knots then, and Mark’s maximum to date has been 14.4 knots.

The Sigma 33 has mellowed with age. She’s no longer the boat of the argy-bargy racer, of ‘he who shouts loudest at the leeward mark’.

She did have that reputation for a time.

And while it’s true that some 33s that have been raced hard might look a little worn, on the whole they’re pretty tough boats.

Cosmetics aside, these boats have stood up well when not sailed by crews who went mad with ultra-powerful backstay tensioners.

Mark put Trufflehunter through an extensive refurbishment over the winter of 2021-2022 and she looks remarkably fresh for a 35-year-old boat.

As another Sigma 33 owner put it recently, ‘This is a boat that looks good, looks after you and is fun to be with. Those are three vital elements in any relationship.’

Expert opinion on the Sigma 33

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

The longevity of the Sigma 33 is a testament to David Thomas’s design and the build quality of Marine Projects.

When considering a Sigma 33, be mindful of the boat’s background, particularly the kind of sailing she has done.

Several of them have been raced hard, so background checks on racing campaigns and incidents is extremely prudent.

I have surveyed several Sigma 33s as part of damage claims or pre-purchase surveys.

Accommodation plan for a Sigma 33. Credit: Maxine Heath

The common issues are usually the softening of decks, when they are balsa core, and the cracking of areas around deck combining arrangements.

Pay close attention to the hull-to-deck joints; any issues are likely to be caused from previous contact or collisions with other boats, where these joints have been compromised.

One of the classic clues is the condition of her alloy toe rail for impacts; examine the bedding down of the toe rail too for signs of contact.

Look internally for any signs of water damage as a result of impacts.

Sail plan for a Sigma 33. Credit: Maxine Heath

Watch out for any cracks or failing of the main bulkhead; I am aware of many owners who overload the rig when tuning it.

Make sure you take the boat out of the water and carry out a keel tip test; it is important to see the hull with the keel in suspension.

Load the base of the keel to make sure the keel and, in particular the hull, doesn’t deflect.

Then set the craft down and ensure the hull doesn’t sag over the keel which could indicate laminate softening developing around keel root areas.

Alternatives to the Sigma 33

Westerly fulmar.

A rudder that turns through almost 180° makes the Fulmar very manoeuvrable. Credit: Colin Work

Surprising though it might seem in some ways, the Fulmar has much in common with the Sigma 33.

The boats were aimed at different markets when they were launched in the late 1970s, but both came from well-known British builders and designers, some of their vital statistics are not dissimilar, both have fractional rigs, their layouts below decks are fundamentally the same and they both sail very nicely indeed.

The Fulmar is a heavier boat with a higher ballast ratio and shallower draught, and was conceived with more of an emphasis on cruising.

Nonetheless, she quickly established a reputation for being fast, responsive and enjoyable to sail, and is widely regarded as one of the best Westerlys ever built.

After the Westerly Griffon , she was the second design by Ed Dubois, who was commissioned to give Westerly a sportier and more modern image.

Whereas the Griffon replaced the Centaur (eventually, because demand meant the Centaur had to remain in production for a while), the Fulmar replaced the Laurent Giles-designed 31s – Longbow, Renown, Pentland and Berwick.

The Fulmar was offered with a choice of fin or twin keels. Credit: David Harding

In Westerly tradition she was offered with a choice of fin or twin keels, and a few were also built with lifting keels that swung up under the hull.

In fin-keel form she was used for the Royal Lymington Cup for a number of years.

This match-racing series attracted many of the world’s top sailors of the day and did the Fulmar’s reputation no harm at all.

Despite being perhaps a little more cruisey than some of them were used to, she was recognised as a swift boat with few vices and remarkable manoeuvrability, which made her ideally suited to the role.

Few changes were made during the 12-year production run, though a small number of boats were built with aft cabins in place of the quarter berth.

Then in 1992 she was given a sugar-scoop and stretched to become the Fulmar 33.

Only a handful of 33s were built before production finally ended in 1997. Well over 400 Fulmars left the factory in total.

The OOD 34 was later modified to become the Contessa 34. Credit: David Harding

Another design from the same era, the OOD 34 was the largest of the three boats selected by the Royal Ocean Racing Club’s 1978 one-design conference, together with the Impala 28 and the Aphrodite 101.

She came from the board of Doug Peterson, whose Contessa 28 had been launched the year before, in 1977.

Despite her ‘official one-design’ status, the OOD 34 was never destined to sell in large numbers.

While some survived the 1979 Fastnet relatively unscathed, two found themselves in the wrong place at the wrong time.

One was abandoned after capsizing, and the other sank following multiple knockdowns.

The design – built, like the Contessa 32, by Jeremy Rogers – was subsequently held up as an example of how relatively light-displacement boats with high-volume hulls were inherently less stable than the likes of the Contessa.

In her defence, many felt that the OOD had been both unlucky and unfairly singled out.

OOD 34s have subsequently been cruised and raced widely, though their masthead rig and large foretriangle can make them physically demanding in racing mode.

The class hasn’t raced as a one-design for some years and the 80-odd boats built (by injection-moulding, of which Rogers was an early adopter) are now widely scattered, with most being in the UK and Holland .

After production of the OOD ended, about 20 more were built as the Contessa 34, with a shorter rig, heavier keel and a different deck and interior.

Albin Nova 33

Fast and well finished, the Albin Nova 33 sold in large numbers in Scandinavia. Credit: David Harding

Designed by Peter Norlin and built in Sweden by Albin Marine, the Nova 33 proved extremely popular in Scandinavia.

Around 500 were built during a production run of 16 years – more than the Sigma 33 or even the Fulmar – though they’re less well known in the UK.

In traditional Scandinavian style, they’re slippery boats with a generous fractional rig.

Even so, they’re generally regarded as well mannered and easy to sail.

The iron fin keel is relatively long and a skeg runs aft to the semi-balanced rudder.

Like most boats of this era, they will struggle to keep up with newer designs downwind in any breeze but are known as exceptional performers to windward.

A keel-stepped rig keeps the mast section reasonably slim.

Unlike many Scandinavian designs the Nova has a keel cast in iron rather than lead.

Below decks the layout is very much of its time and similar to the Sigma and Fulmar, only with the chart table and quarter berth to starboard instead of to port.

It’s a wide berth; sometimes considered a cosy double for two slim people on intimate terms. Interior fit-out is to a high standard.

Well-finished woodwork abounds, and stowage – including plentiful drawers– makes good use of the space.

This feature, together with the pillar handholds by galley and chart table and the coaming locker in the cockpit, set her apart from most modern equivalents.

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Sigma Yachts

The Sigma Yachts story starts back in the mid 1970’s when yacht designer David Thomas submitted a 33 foot (10m) design to the Offshore One Design Council. They were selecting three cruiser racer models to adopt as official One Designs and subsequently went with three other boats.

David Thomas believed he was on to a winning design, so partnered with an experienced sailor and marine surveyor called David Hopkins and submitted the designs to Marine Projects in Plymouth, who were manufacturers of Moody Yachts.

Marin Projects said yes, and together they started planning a rollout of sufficient numbers of identical One Design yachts – under a new Marine Projects subsidiary called Sigma Yachts.

A prototype Sigma 33 was launched and soon started attracting interest as it racked up successes on the racing circuit. David Thomas had cleverly kept the Sigma 33 designs with the IOR rules so as the numbers grew the model became viable under One Design fleet rules.

After a successful Cowes Week, the Sigma 33 was put to the ultimate boat test as it was entered into the infamous Fastnet Race of 1979. Many will know that an incredible storm came in the ’79 Fastnet Race with devastating effect. There was nothing in the forecast to indicate a storm when the race started, but on day three wind gusts of over 80mph and claims of 50ft waves battered the 300 boats taking part. By the end of the race, 24 boats had been abandoned, five boats had sunk, 136 sailors had been rescued, and 15 sailors killed.

Both David Thomas and David Hopkins were on a Sigma 33 that was entered in the fateful race and experienced the storm first-hand. Despite several knockdowns, some cracking around the coachroof and a stove-in window the boat held its own. Whilst the crew were hunkered down in the cabin a Dutch naval vessel came alongside and asked if they wanted to get off. David consulted his crew, but they refused, and the plucky Sigma continued to Newlyn.

Having survived the ultimate test, the boat was returned to the Marine projects factory where the yacht design was reviewed and several areas of the boat “beefed up”. The experience prompted some design changes to later models of the boat.

The Sigma 33 was the first in a series of offshore capable cruiser racers that were produced by Marine Projects. Over 400 yachts were built over the next fifteen years and the 33 was by far the runaway success of the Sigma family.

Sigma Sailboat Range & Popular Models

Following the success of the first model, a “big 33” was launched – the Sigma 36. Another David Thomas design, the 36 was offered with tiller or wheel steering. It had spacious accommodation, including a large aft double berth under the cockpit – and was positioned as a long-distance cruiser.

The 36 was later reworked into the Sigma 362 fast cruiser. The original hull lines were kept, but the deck moulding, rig and accommodation plan were completely different. The result, a nippy, versatile cruiser that offers precise steering and good performance even against its bigger competition.

The Sigma 38 was launched in 1987 and many thought the 38-foot boat was quite a gamble for the Marine Project boatyard. Up until now, the majority of one design yachts had been much smaller, so the Sigma 38 represented a significant shift.

The Sigma 38 can sleep up to 10 people so can accommodate a large racing team. Two double cabins aft, two pilot berths above the saloon settees and a twin berth fore-cabin. The Sigma 38 doubles up as a very capable cruising boat – which gives owners the opportunity to cover both roles.

The Sigma 41 was the biggest Sigma to be built. These fast sturdy sea cruisers (again, designed by David Thomas) are built to a very high standard and much sought after for bluewater adventures. The Sigma 41 has all the creature comforts that make cruising enjoyable and can accommodate 9 people in two cabins and the saloon.

Like the other yachts in the range, it still has its racing pedigree ready to go at any time and performs well in offshore racing events.

Drag Reducing Propellers for Sigma Yachts

Darglow have supplied drag reducing props for many of the models in the Sigma yacht range. We keep an expanding database of technical information on many of our installations along with feedback from our customers.

Check our full list of Sigma Yachts we have supplied propellers to here.

Rope Cutters for Sigma Yachts

We have supplied rope cutters for various boats in the Sigma Yacht range. We keep a database of technical information on many of our installations along with feedback from our customers.

Check our full list of Sigma Yachts we have supplied rope cutters for here.

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Posted on Monday, January 9th, 2023

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THE BOAT • Designed by David Thomas, well-known for cruiser / racer designs such as Sonata, Impala, Sigma 33 and 38, as well as the Hunter 707. • The original concept was to design a 35 footer to compete for acceptance at the Royal Ocean Racing Club’s 1978 Offshore One-design Conference, which was to select three one-designs to promote in substitution for the then-prevalent IOR system. The three chosen were the Impala, the 101 (designed by Jan Kjaerulff) and Jeremy Rodgers’ OOD 34. Sensing that the 33 foot 101 was too Scandinavian for British tastes, David Thomas decided to scale down to 33 feet. His intention was to design a moderate displacement yacht that would look racy and be competitive under IOR, but be tractable and easy to sail to near optimum speed. • Initially the class was named the Skua 33, but when a Scottish fleet advised that they were already called Skuas, the name was changed to Sigma 33. • Built by Marine Projects (Plymouth) Limited in Devon. (Tel:01752-203888) • Total number built - 364 Starting in December 1978 with hull no. A3001 Ending in December 1991 with hull no. A3364. (In addition, approximately 44 Sigma 33Cs were built between November 1981 and April 1985, with hull numbers between A4001 and A4212. These have a shorter, masthead rig and a longer, shallower draft keel.) • Builder’s Dimensions: L.O.A. 32’ 6” 9.88m L.W.L. 26’ 3” 8.00m Beam 10’ 6” 3.20m Draft 5’ 9” 1.75m Displacement 9,200lbs 4,182kg • Construction is straightforward GRP with foam-cored floors and integral bulkheads. Early boats had off-white hull gel coats with either blue or cream decks; later ones had white hulls and decks plus aluminium window frames and go-faster stripes along the coachroof. The interior joinery was also altered. • Class sails are by Elstrom Sails, HYS, Port Hamble, Hamble, Southampton, Hampshire SO31 4NN. Tel: 023 8045 0430. The class has adopted relatively high-tech Genesis Platinum sails which incorporate kevlar fibres. • Price when new in 1979 was £16,790 plus VAT. By 1990 this had risen to £37,475 plus VAT.

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The Sigma 38 Offshore One Design celebrated it’s silver jubilee in 2013 and the evidence of recent years strongly suggests the Class has found it’s identity and is sailing forward into the next twenty-five years with strength and confidence.

The Sigma 38 was born in 1985 when the Royal Ocean Racing Club and the Royal Thames Yacht Club, in wake of the tragic 1979 Fastnet Race, agreed to sponsor a new one design that would stand up to tough offshore conditions. A committee of top yachtsmen decided to adopt the design of David Thomas who had already designed the successful Sigma 33. Built by Marine Projects in Plymouth with a sail wardrobe from North Sails, the Sigma 38 became extremely popular. A total of 125 yachts were built, the last Sigma 38 in 1993. Large fleets were established in Scotland, Ireland, on the East Coast and particularly on the South Coast. The Class Association was established in 1988. Many changes, including introducing new sail makers, have been introduced to the rules to maintain the competitive nature of the fleet.

When the class was born, back in the late 80s, we were fashionable, trend setters. A huge variety of people, even Royalty, dipped their toes in Sigma 38 waters, stayed for a few seasons and with several notable exceptions, moved on. Later, in a second wave of popularity, the boats found favour with charter companies and sailing schools, which possibly diluted the level of competition in the mid fleet.

At the beginning of the 21st century through the efforts of a number of dedicated, influential owners the class entered a positive third wave. Sigma 38 ownership now is strongly characterised by Corinthian sailing families. The friendly, welcoming nature of the class, the Class Association with advice and even training events, the attractive price point for a well found 38 foot offshore yacht, and the fact that Sigma 38’s can be very successfully raced one weekend and cruised the following week with minimal alteration, is testament to that.

The tough, enduring Sigma 38 takes pride in regularly being the most represented production boat in RORC and JOG races and having one of the largest one design entries in many regattas. The year round, nail biting racing programme has something for everyone whether it is fast and furious round the can action, coastal races, double handed or all out tough offshore classics. The social benefits of the Sigma 38 Class Association really kick in with the camaraderie at the various event organised by the committee. The Annual Dinner Dance and Prize Giving is always a huge success with crew showing as much energy on the dance floor as on the racecourse! The National Championships always generate huge amounts of fun with the inevitable late nights spent discussing racing tactics and future cruising over a few beers. Suffice to say the Sigma 38 fleet puts as much effort into on-shore activities as it does to racing.

So, now we are older, and the fashionistas have moved on, the enduring attraction in the fleet is its precious one design status. This is coveted by many in the sailing world, who see Sigma 38’s out racing with one design class starts and marvel at the Class’s enduring appeal. It’s fair to say that most of the boats , whether at the top, middle or bottom of the fleet are sailing with limited budgets and the relatively inexpensive racing on offer attracts a particular group of sailors to the Class;- People with perhaps more talent than cash, with aspirations to achieve,  maybe to go offshore with friends and family in relative safety, maybe to undertake a Fastnet Campaign or two and possible to sail off over the horizon be it along the British Coast or all the way to the Caribbean. For many, the Sigma 38 is their first real offshore boat.

Importantly, owners and crews come together to create a community with a common interest and identity. It’s no surprise therefore, that a high proportion of people buying into the Class and finding boats themselves, do so after serving a season or more as crew on a Sigma 38.  The sentiment is perhaps – “if they can do it, so can we!”

Todays owners tend to stay for longer and though almost exclusively Corinthian in nature, it is widely recognised that the standard of racing is as high or higher than it has ever been.

Sigma 38s are an enduring future classic, all rounders, in a very real sense. 

Last updated 17:14 on 2 November 2015

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• Sailboat Guide

David Thomas

Well known english yacht designer, builder and sailor. The ELIZABETHAN 30 may be considered his first commercial success but he went on to make his name by designing the “round the world” British Steel boats (BT Global Challenge), SIGMA 33, 36 and Fastnet capable 38, and many highly successful Hunter yachts. Others include the SONATA and IMPALA for Hunter Boats, the SIGMA 35 and the 707 sportboat. Thomas won the National Championship and many other trophies in his own SIGMA 33. In his own ELISABETHAN 30, he nearly won the Round the Island race more than once and was second by a mere 20 seconds in the year 2000. Bedsides his sailing monohull designs he also he was a consultant on the hull design for the Stealth sports catamaran.

41 Sailboats designed by David Thomas

Sonata (Thomas)

Sigma 33 ood, hunter horizon 23, hunter horizon 26.

Impala 28 (Thomas)

Sigma 38 ood.

707 (Thomas)

Ranger 265 (Thomas)

Hunter delta 25, hunter horizon 30, hunter horizon 21.

Elizabethan 31 Ketch

Minstrel 23

Hunter channel 27.

Seaview Mermaid

Red Fox 200T

Sigma 41 tm.

Sigma 36 (Thomas)

Ranger 245 (Thomas)

Red Fox 200

Hunter horizon 273.

Elizabethan 30

Hummingbird 30.

Elizabethan 23

Elizabethan 33

Elizabethan 31, hunter channel 323, hunter channel 31.

Bolero 25.5

Bolero 35.5.

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New and used Sigma boats for sale

• United Kingdom

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History of Sigma Yachts

Sigma Yachts was established in the United Kingdom back in the late 1970s, radically changing the sailing landscape with their line of high-performance cruiser racers. This innovative boat manufacturer found immediate popularity and, amidst great appreciation, quickly emerged as one of the leader troves of cruiser-racer designs across the globe.

Sigma's boat-building ideology was centred on the concept of crafting cruiser racers that could operate well on both fronts. David Thomas, a well-known British designer, was the mastermind behind the creations that were famous for their speed, seaworthy build, and sensible below-deck arrangements. The Sigma 33’ and 36' became stalwarts at yacht clubs, with enduring popularity that has spanned decades.

Today, Sigma yachts are no longer in production but they remain an iconic part of the sport cruiser racing yacht genealogy. Even though the company has since changed hands and moved its base of operations to other regions, Sigma's original home was in Cornwall, and many of their yachts are still seen sailing and racing on UK waters. This timeless brand fully embodies the spirit of robust British sailing engineering and their exemplary product line remains a testimony to their excellence.

Which models do Sigma produce?

Sigma produce a range of boats including the Sigma 33 and Sigma 41 . For the full list of Sigma models currently listed on TheYachtMarket.com, see the model list in the search options on this page.

What types of boats do Sigma build?

Sigma manufactures a range of different types of boats. The ones listed on TheYachtMarket include Sloop , Racing boat , Cruiser and Aft cockpit .

How much does a boat from Sigma cost?

Used boats from Sigma on TheYachtMarket.com range in price from £14,000 GBP to £62,900 GBP with an average price of £42,300 GBP . A wide range of factors can affect the price of used boats from Sigma, for example the model, age and condition.

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