johnson 23 sailboat

Review of Johnson 23

Basic specs..

An outboard motor is often used on this boat. In that case the boat will typically require a power of 2 - 3 hp, alternatively 48 - 58 lbs thrust if you prefer an electrical motor. Electric outboards are becoming popular for sailboat owners who want clean instant power with less noise and no exhaust fumes.

Sailing characteristics

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

What is Capsize Screening Formula (CSF)?

The capsize screening value for Johnson 23 is 2.44, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 5.9 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Johnson 23 is about 98 kg/cm, alternatively 553 lbs/inch. Meaning: if you load 98 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 553 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

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

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

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

What is Relative Speed Performance?

Maintenance

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

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

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

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

We are always looking for new photos. If you can contribute with photos for Johnson 23 it would be a great help.

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

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Johnsonboats Johnson 23

General Data

Shipbuilder:, see also: boats for sale.

Brezza 22 Brezza 22
Thames Marine Invader 22
Honnor Marine LONGBOAT

Overall length:

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

Innehåll Johnson 23

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Referenser o länkar

Johnson 23 presenterades 1978. Johnson 23 tillverkades av Johnsonbåtar på Styrsö. Tillverkningen upphörde i början av 1980-talet. Johnson 23 såldes som halvfabrikat eller 3/4- fabrikat.

Båttyp Segelbåt
Konstruktör Bo Johnson
Tillverkare Uppgift saknas

Konstruktion

Utrustning & Motor

Köp segel till Johnson 23 :

Storsegel från 22 200 SEK Fock från 25 200 SEK Spinnaker från 39 500SEK

Dragpentry med diskho som dras fram när det används. Övrig tid finns det under sittbrunnen. Salong med längsgående soffor. Förpik för om salongen med två kojer. Inredningen är i teak.

SRS Klassificering

Bo Snaar, 2012-07-02

Fick problem med riggen. ...

exigo, 2008-10-17

Styv för storleken och li...

Pebblan, 2008-08-26

Nalle, 2008-07-08

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Sailboat Guide

Impulse 21 is a 20 ′ 11 ″ / 6.4 m monohull sailboat designed by William Cook and built by Johnson Boat Works starting in 1986.

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)

Thanks to ‘Warren’ for providing updated information.

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Sailboat Reviews

Here's a skinny little pocket cruiser for two that's back in production after a three-year hiatus. She is quick on a reach but, predictably, not very adept at upwind sailing.

When she was introduced in 1983, the Rob Roy 23 captured all the popularity that Ron Johnson, her Florida builder, could handle. Marine Concepts, Johnson’s small custom shop, built and sold 85 in less than 10 years. The Rob Roy was then retired in favor of Johnson’s Sea Pearls (Sea Pearl 21, Sea Pearl Tri-21, and Sea Pearl 28.)

Now the little cruiser is back, with the first new ones being launched in 1998, for “about what the last one we built cost—around $26,000 complete,” Johnson said when we talked to him in late 1997.

We wondered what sort of 23-footer could command that price. In 1983, it was the only trailerable canoe-stern yawl in town. Its appeal, however, goes beyond novelty. This is a boat with character: She looks salty; sails well with working sails alone; and she provides accommodations for two. Simplicity, from a space-saving centerboard to a “hardened” kick-up rudder, from an unstayed mizzen mast to a tabernacle-mounted mainmast, is a watchword. The Rob Roy can be launched at a ramp and is easily beached due to its 1′ 7″ draft with the board up. Owners have cruised her for weeks at a time and routinely cross the Gulf Stream and other formidable chunks of open water.

On the other hand, sitting headroom and moderate beam limit the space below, even for a pocket cruiser. There’s no shortage of boats in her size range with bigger cockpits. The canoe stern steals space, and an outboard well has its pros and cons.

To answer the question of her popularity, one must look deeper. As is our practice at Practica Sailor , we asked the owners about trailering ease, outfitting, durability and her woeful forays into PHRF racing.

As we learned, the Rob Roy not only created a minor buying frenzy when she appeared, it won a group of vocal and committed owners.

“This is THE boat,” said one owner. “I don’t want anything bigger and I can’t imagine anything better.”

Designed by Ted Brewer, the Rob Roy was inspired by the turn-of-the-century adventures of John MacGregor. His little 20-foot canoe yawl was so portable that he carted her aboard trains, yet she was tough enough to let him leave the protection of the River Humber and explore the British Isles from end to end. MacGregor not only named his freedom-giving yawl after his famous ancestor, he also inspired the Humber Yawl Society of which designer Ted Brewer is a member.

“I admire those boats and their voyages,” Brewer told us. “Lord Baden-Powell, who started the Boy Scouts, was president of the group early on. The Humber yawls were all canoe-sterned with plumb ends. They got bigger than the original Rob Roy, up to 24 or 26 feet. They had gaff or gunter rigs. My Rob Roy design owes a lot to their spirit but not a great deal to their specifics.”

Brewer’s career began in the late 1950’s. He’s worked on both the East Coast and West Coast (he now practices in Lyman, Washington), and his designs range from race boats such as Storm and American Eagle to cruising boats like the Panoceanic 46 and Quickstep 24.

“With the Rob Roy,” he said, “I was trying to keep the rig manageable and still have her sail well, to give her enough beam to stand on her feet but not so much that she’d be slow, to stretch out her design waterline, build in a lot of form stability, and still have her look handsome. Design is always a series of tradeoffs. In a boat of this size that’s especially true. The time that I spent in the navy sailing 26-foot open whale boats showed up in the design, too. Early in the design process I decided that I very much wanted one of these boats for myself. That tends to make you pay a particular kind of attention.”

What he came up with is hardly your average boat, but she is nevertheless a boat that addresses the needs of the average sailor. The 6′ 6″ cockpit seats are straight and comfortable enough to take a bit of the curse off having only two berths below, but the Rob Roy 23 is essentially geared to support two adults, and only two. That decision had its greatest impact on the interior arrangement, but other aspects of the design—like cockpit size, design displacement, and sail plan—reflect it, too.

One owner said, “I would have to rate the design as first rate, especially the double-ended look, the centerboard raising into the keel, the deep cockpit, the sail leads and hardware arrangements.”

Construction

The original Rob Roys were built of fiberglass with balsa coring in hull and deck. Johnson now builds his standard Sea Pearls and his new Rob Roy with foam cores. He says that the new foams have improved resistance to water migration and superior temperature and noise insulation.

“But,” he said, “we’re essentially a custom shop and the customer can get whatever type of core he wants.” One owner reported that the core beneath the mast step was squashed when he tightened his rig. “That sort of thing should never happen, but it did,” Johnson admitted. “We fixed it, but whether the core is foam or balsa a high-compression spot like that should always be solid glass, and in the Rob Roy, it is.” Despite that experience (or maybe because of Johnson’s handling of the problem), the owner in question rates the construction and finish of his Rob Roy as “excellent” and added, “I do not know of trailerable boat that I’d rather have.”

“We use the best gelcoats,” Johnson said. “We’ve found antique colors that don’t absorb heat or radiate much glare. ‘White sails’ is our standard deck color or for an additional $280 you can have a two-tone deck where the non-skid portions are done in ‘Whalebone’.” Hull colors are a no-cost option. Behind the gelcoat comes a barrier coat of vinylester resin. We use Stitchmat (a fabric made by stitching layers of mat together on the bias) to prevent print through. The remaining hand-laid rovings that make up the laminate are wetted out with polyester resin. The Rob Roy has extra layers of rovings in the keel and trailer impact areas.”

There is a small interior glass unit, very similar to what, in larger form, might be called an interior pan. It forms part of the sole and locates the bulkheads and furniture. It’s not structural. The bulkheads and furniture are double-tabbed to the hull. The bulkheads and furniture are faced with teak. Trim is solid teak. The archway in the central bulkhead is ringed with teak and is supported by solid pieces of teak that reach to the keel.

“You couldn’t build boats like the Rob Roy anymore,” one owner said. “The wood and the finish below would make it too expensive.”

“Marine Concepts provides excellent quality in basic construction. No problems with blisters after 12 years,” reported another.

One construction feature, though, that has been changed with the new Rob Roy is the make-up of both the centerboard and the rudderblade. Said Johnson, “The old centerboard was an aluminum plate and the old rudder was a sandwich with an aluminum plate in the middle. Boats that were kept in the water experienced electrolytic activity. due to the stainless steel weldment at the bottom of the rudder shaft. Owners can and should protect those blades with zincs if they keep the boat at the dock or mooring instead of on a trailer.”

The original board was hung from a pivot pin assembly that fits in the forward end of the centerboard slot but remains external to the hull so it won’t cause leaks but will allow the board to be removed for repair or even cleaning. The original board was shaped like an “L” lying on its back. The foot (or short side) of the “L” is housed in an abbreviated trunk, but forward of the companionway the remainder (or long side) of the board is housed entirely below the sole. You control the board via a simple, one-part tackle from its uppermost after- corner. The configuration leaves the saloon free from an obtrusive trunk.

The kick-up rudder connects to an angled stainless shaft. The shaft works well without bearings and has proven to be durable. The point where the blade joins it, however, seems thin and vulnerable. The joint is (just) protected by the keel in front of it. Neither Johnson nor Brewer has heard of a rudder being damaged. It appears as though a grounding in reverse or even maximum rudder torque might change that box score, but then steering loads on a moderately rigged 23-footer aren’t that extreme.

The blades on the new boat are made of glass. The new board probably will have a foil-shape.

The hull/deck joint has changed. The first 85 boats were built with an inward-turned flange molded into the hull. Johnson has now gone to an outward-turned flange “because it’s easier to finish off and make leak-proof.” He will still use 3M 5200 and mechanical fasteners to make the joint and will still cover it with a solid caprail. “The Rob Roy record on deck leaks is excellent,” he said, and the owners surveyed agree.

One owner had a persistent problem with a companionway leak. “It appears, after much back and forth, that there was no bedding in the original joint,” Johnson told us. “We fixed the problem but it cost me time and money to get it sorted out.”

During Rob Roy’s life, her bowsprit and boomkin have usually been 2″ x 6″ and 2″x 4″ balks of teak respectively. “I’ve built beefier ones for people that wanted them,” Johnson said, “but I never quite saw why.” Johnson remembers. Several owners expressed the wish for a detachable bow sprit to make trailering simpler and to reduce her “marina length” from a length overall of 28′ 8″ to her on deck length of 22′ 8″. “I used to do that,” Johnson recalled. “We’ve simplified by making the spars permanent, but if an owner wanted removable ones it’s easy to do.”

The Rob Roy 23 carries 900 lbs. of ballast (including the weight of the centerboard). The shallow keel is filled on either side of the centerboard trunk with small chunks of lead held in place with casting resin. A small sump is left in the after end of the keel.

“I must admit that I designed the Rob Roy accommodations for myself,” Brewer said.

The head is forward and benefits in terms of room and privacy. It’s not ideal for use at sea, however. An optional plan moves the head to port and inserts a child’s berth to starboard. Aft of the single bulkhead is the galley—stove to port, sink to starboard. Opening portlights provide ventilation. The saloon consists of settee berths that extend under the cockpit.

They are low enough and the house sides are wide enough to make for comfortable, “no-slouch” seating throughout. The shelves outboard of the berths are convenient but minimal and would benefit from taller fiddles. Four cockpit lockers and a raft compartment below the cockpit sole make on-deck stowage one of the boat’s strongest suits. Below, the majority of stowage is forward.

The centerboard trunk is capped with solid teak and extends just a foot into the interior from the companionway. “One or two can live aboard for one or two weeks” was the refrain from owners. “Having the galley forward took some getting used to, but now I like it,” said one.

Freshwater capacity is 14.5 gallons and there is a holding tank forward.

The berths convert, via an insert, into a platform double. “The boat is unparalleled for two—good bed, good head, great lighting,” said an owner after cruising the Rob Roy (his seventh boat) for five years.

Marine Concepts offers a trailer with the Rob Roy that costs $2,850. It comes with dual axles and is made of galvanized steel. It has 14″ wheels, surge brakes, bearing buddies, a tongue jack, and a spare tire. One owner figured his towing weight to be “about 4,200 lbs.” Over the years, some owners have mentioned trailer problems, to which Johnson said that he has changed vendors.

The standard trailer comes with custom-made beds spaced and angled to suit the boat. Given the boat’s draft, the trailer must be at least partially submerged—weight placement is critical to an easy retrieval as well as a comfortable tow. No owners have yet nominated trailering as a highlight of their Rob Roy experience.

Performance

The Rob Roy 23 is built to carry an 8-hp. Honda 4-stroke outboard in a well. (Some boats have been modified to accept a saildrive, an inboard powerhead, either gas or diesel, on a fixed vertical drive unit.) The outboard remains fixed in the well when the boat is under sail, so propeller drag is greater than if it were on a bracket or retractable. The convenience of having power on demand and the efficiency of a propeller that is mounted where it will provide good thrust even while the boat is pitching in head seas somewhat offsets the loss in sailing performance. The motor is mounted just aft of the keel which helps to diminish its parasitic drag under sail but presents the possibility of cavitation from running in aerated water under some powering conditions. The exhaust ports built into the well have proven satisfactory but many owners have increased the standard air intake (by replacing the solid well cover with a grating or adding cowl vents or cutting holes for ducts in the coaming) to relieve the tendency of the outboard to starve under load.

There is room for two 6-gallon fuel tanks in cockpit lockers.

Yawls are a rarity on the new boat market but the Rob Roy isn’t totally alone. Garry Hoyt recently introduced the Alerion Express 36 with a yawl rig. By adding a mizzen, Brewer increased the Rob Roy’s sail plan to 255 square feet. That results in a snappy sail area/displacement ratio of 20.8. Perhaps that is the root of a PHRF rating for the boat that has caused the few owners who have raced her to bemoan the experience. That sail area works fine on a reach, but upwind any mizzen, especially one set as close to the main as the Rob Roy’s, suffers from mainsail backwind. Downwind the mizzen works okay but it steals air from the main. It’s not surprising that racing yawls went out with black and white TV.

Balance, versatility, and small, easily managed sails are the virtues of the yawl rig, and the Rob Roy enjoys them all. On the flip side, this sail plan prevents the boat from accelerating as fast or developing as much horsepower as she might with the same area of sail divided into two larger units—or even lumped into one. Brewer offset this disadvantage in a number of ways. He kept the waterline beam on the slim side, cut back the forefoot, and faired the waterlines to make the hull very easily driven. The Rob Roy is a relatively light boat, even with two adults aboard. She has a minimum of wetted surface, especially with the board up. These factors make her a very respectable light air performer.

Sailing in a Buzzard’s Bay sou’wester cycling from 16 to 20 knots we saw the Rob Roy at her best. With three large men sitting to weather she cut through the chop heading upwind without dipping her rail or spilling wind from her sails. Dousing the mizzen helped her stand a bit straighter, but when we set it again it was hard to tell what difference it made. We rolled it around its spar and left it furled. Not as close-winded as sharper, deeper boats might be in waves, she picked up markedly when we cracked her off to 38° to 40°. We tacked consistently through 90°. It’s true that when you reef the center of effort moves forward and we found it nice to balance the boat by re-setting the mizzen. Across the wind we tried jib and mizzen alone and were rewarded with bursts approaching its 6- knot hull speed. Even with the wind near the top of its range we handled all sails by hand and found no need to crank on the winches. One owner described his boat as “extremely seaworthy,” noting that “She’ll lay over but she picks up stability as she goes.”

Hard bilges give the boat good initial stability. The flared hull, efficiently placed ballast and moderate sail plan all make her progressively stiffer as she heels. She’s a pleasing boat to sail in a breeze—responsive yet resistant. The helm is light and by playing with the centerboard and mizzen you can get the boat to steer herself on most points of sail. She’s dry for a boat of this size and has a predictable and deliberate motion even in a chop. There isn’t much room for that third person in the cockpit, however.

Conclusions

The Rob Roy has an appealing look all her own and some features that make good sense in a pocket cruiser. Limited accommodations means maximum space for two persons and keeps both stowage and performance capabilities from being overloaded. Her small cockpit is fine in a seaway and adequate for two but cramps her versatility as a daysailer. The yawl rig is simple and provides a built-in riding sail and virtual steer-by-the-sails control. She doesn’t have enough working sail area to be quick in light or even moderate air, but she can be sailed without winches and she handles heavy weather very well.

Marine Concepts works hard to keep its owners happy, but don’t look to Ron Johnson for much innovation. He seems almost the antithesis of Stan Spitzer, whose Rhodes 22 we reviewed in the August 1 issue. “He hates gadgets,” one owner said of Johnson. He builds conservative boats and has shown that he stands behind them. The Rob Roy’s design wrinkles, construction, and outfitting have all helped her become one of the few “offshore trailerables” available.

Price is a bit more than what Johnson predicted: $28,000, which includes sails, portable toilet and 8-hp. Honda four-stroke outboard. For those interested in a used model, the 1983, which originally sold for $16,000, is worth just $5,650-$6,500 today. A 1988 model, according to the BUC Research Used BoatPrice Guide , goes for $11,600-$13,200.

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SEA SPRITE ASSOCIATION

For sea sprite sailboat lovers everywhere.

Sea Sprite 23

The first portion of this section is links to Sailboatdata.com for diagrams and specs for both the Weekender and the Daysailor.

FOR THE DAYSAILOR:

https://sailboatdata.com/sailboat/sea-sprite-23-daysailor

FOR THE WEEKENDER:

https://sailboatdata.com/sailboat/sea-sprite-23-weekender

The second section is a review from Practical Sailor about the boat:

One of the oldest fiberglass boats, this traditional overnighter is long on looks, short on space.

The Sea Sprite 23 is a trim but rugged daysailer-overnighter from naval architect Carl A. Alberg that enjoyed a 25-year production run under several different Rhode Island builders, most notably Clarke Ryder. It’s a typical Alberg design—narrow beam, full keel and conservative ballast-to-displacement ratio and graceful lines. This is a boat that still turns heads when it sails into a harbor.

The origins of the Sea Sprite 23 go back to 1958 when the small American Boat Building company of East Greenwich, Rhode Island, wanted to expand its product line, consisting at the time of the Block Island 40. Carl Alberg, then in the U.S. Coast Guard, came up with a 22 1/2-foot, full-keel design. (We’re not sure what Alberg’s duties were in the Coast Guard, but they apparently left plenty of free time; besides the Sea Sprite, Alberg also drew the Pearson Triton and Bristol 27 while in the service.) The Sprite, incidentally, was first marketed as a 22; a later builder accentuated the positive and it became the 23.

American Boat Building employee Tom Potter Remembers being asked to test sail the new design. “We were terribly impressed by the boat, the way it performed.” It was, Potter said, typical of most of the boats Alberg would design over the years—”sensible boats you could take to sea.”

When American Boat Building dissolved during the early 1960s, production of the Sea Sprite was taken over by the nearby Wickford Shipyard, which built it for several years, after which the molds passed briefly to Sailstar, another small Rhode Island company, then to Clint Pearson, who was starting up his own Bristol Boat Company across Narragansett Bay.

Earlier, cousins Clint and Everett Pearson had obtained the rights to the Triton, which American Boat Building for some reason had not wanted. But when Bristol employee Paul Coble designed the Corsair 24, the rights to the Sea Sprite were sold to another Bristol builder, Clarke E. Ryder. This was about 1974, and Ryder continued to build the 23 until 1985 when his company folded.

Ryder built new molds for the boat, encapsulating the heretofore external lead keel and creating a self-bailing cockpit. Except for a few other minor changes and the introduction of hull colors besides white—bright red, blue and green—the Sea Sprite 23 built by Ryder (he began with hull #525) was fundamentally the same as the first off the line at American Boat Building. All told, the model reached a run of nearly 800 before Ryder closed the doors on this highly successful boat.

Like most of Alberg’s boats, the 23 is relatively narrow of beam (7′ 0″) and heavily ballasted—43 percent of its weight is in the full keel. Freeboard and superstructure are low, which makes for pleasing lines but less than spacious accommodations below. In short, this is a boat designed for sailing and not lounging around belowdecks.

With a waterline length of just 16′ 3″, the boat rated well (16.6) under the old Cruising Club of America (CCA) rules. It is intended to heel 30 degrees or so when underway (some regard this as initial tenderness), adding waterline length and increasing hull speed. The heeling angle plus the low freeboard—the rail gets close to the water—can bring an occasional dousing for the crew in a chop. But the boat is inherently stable, and the gentle sheer and distinctive overhangs add to its seagoing profile. The 23 draws only three feet, virtually shoal draft and less than many smaller boats.

Under the more modern PHRF rating system, which is a performance-based handicap system rather than a measurement rule, the Sprite has an average rating of about 270 seconds per mile—hardly a rule-beater, but reasonably fast for a full-keeled 23-footer. (One owner crowed about beating those “tubby” Cape Dorys—in all likelihood a competing Alberg design.)

The Sprite carries a modest 247 square feet of sail under main and working jib. (The newer O’Day 23, by contrast, is lighter by almost 300 pounds and has 246 square feet.) Early in its career, the Sea Sprite also came in a daysailer model, with an eight-foot cockpit instead of the standard six, and with two berths below instead of four, and no galley or icebox. Apparently few were made, which is understandable because the standard model has ample cockpit space and little enough room below.

Construction

The hull, deck and cabinhouse of the Ryder-built boats are solid, hand-laid fiberglass for a tight, sound body. One owner called the boat “overbuilt.” The hull/deck joint is a typical inward flange sealed with 3M 5200 and fastened with machine screws.

Most fiberglass boats older than 10 to 15 years show deterioration of the gelcoat and require painting. This will be true of many used Sea Sprites, too. None of the owners who responded to our survey reported gelcoat blistering, however. Some of the earlier models seemed to experience slight leaks around the mast step or chainplates; several of the Ryder boats apparently had leaking from the pulpit stanchions. Otherwise, the interiors are reported to be dry. Overall, the Sea Sprites seem to be structurally sound with no major repairs called for and few, if any, cosmetic problems. A 1983 model we sailed looked almost new.

The Sea Sprite was built as a top-of-the-line “sailing yacht,” as company literature described it. The quality shows in the non-skid surfaces on the deck and deckhouse, the standard bronze hardware, including opening portlights, and in the generous use of wood—mahogany coamings and backrest and teak grabrails above, and lots of teak trim below. Ryder introduced a full interior liner (previous models were painted fiberglass), and the judicious use of holly and teak helps offset the shiny white surfaces. We don’t know whether the Sea Sprite’s teak cockpit grids were standard on all models, but they are a nice touch.

The boats, at least the Ryder version, carry a 30- foot fractionally rigged mast by Hall Spars. The mast is deck-stepped and halyards are led internally. The small deckhouse makes for a roomy foredeck, which is reached via comfortably wide walkways.

Performance

Several of our readers say the Sea Sprite exhibits fairly sluggish light-air performance, which is a common complaint among smaller full-keel boats. Others have found that raising a 130- or 150-percent genoa in winds under 10 knots makes a definite improvement.

Performance improves noticeably as the wind pipes up and the boat digs in. Although the rail is near the water, the boat, once in its sailing mode, seems very stable and the steering nicely balanced with just a hint of weather helm. The low freeboard enhances the feeling of being on the water which, for a small-boat enthusiast at least, is worth the occasional spray in a head sea. And while the keel-hung rudder doesn’t respond as rapidly as a spade would, the 23 tacks smartly enough. One owner, who now sails a J/Boat, remembered his Sea Sprite’s tacking ability as “not unreasonably slow.”

This is a small boat that handles well when the going gets rough and goes readily offshore—no worries about early reefing here. One owner we know said he “never thought twice” about sailing his Sea Sprite to Block Island or Cuttyhunk. In fact, Ryder used to tout a transatlantic trip—60 days from Wickford, Rhode Island to Falmouth, England—made in 1974 by a 21-year-old singlehander as evidence of the boat’s ocean-going qualities. (The only damage—to the skipper—occurred when he tripped on the dock in England and broke his ankle.)

Moving under power, however, is another matter. A 4-hp outboard, which is located in a well aft of the tiller, will get the boat to hull speed; anything smaller is a strain, more than 6 hp and you may experience control problems. The outboard well is the usual nuisance and several readers surveyed either had banished the motor below or would like to. The best that can be said for the well is that it preserves the lines of the boat. Outboard performance is inversely proportionate to wind and waves. Having once fought a losing battle against gusting winds, tide and current, with ground speed reduced to about zero, we can attest to the Sea Sprite’s poor performance under power in these conditions. If only the channel had been wide enough to hoist the sails….

Ryder for a time offered an optional Yanmar Model 1 GM diesel. This would no doubt eliminate many of the headaches associated with the outboard motor and well, but the weight and expense of an inboard seems difficult to justify. None of the readers responding to our questionnaire own inboard models.

Down below, the cabin is light and reasonably airy with two opening ports and a smoked hatch. Despite some complaints about the lack of room (even Clarke Ryder says the interior is best suited for stowing stuff) we found there was satisfactory sitting headroom if you are under six feet. The 6′ 0″ V-berths are too short and have minimal clearance; the 6′ 3″ settee berths in the main cabin disappear quickly under the cockpit seats. This is an interior that is definitely not for the claustrophobic, but at least you won’t need lee cloths. The marine head (many owners have replaced it with a portable head) is located in a wedge at the foot of the V-berths where its virtual inaccessibility makes the privacy issue moot. To be fair, this is typical of the arrangements on most boats of this size.

To starboard, between the forward and main berths, is the “galley,” consisting of a sink and some stowage. To port, there’s an insulated icebox and more dry storage. The sink, fed by a 10-gallon fiberglass water tank under the starboard berth, drains via a through-hull. The icebox drains into the bilge. There’s more stowage, under bunks and here and there, but it’s basically covered openings to the bilge. On deck, there’s good storage space in a port locker and a fuel locker to starboard that’s sized for a three-gallon tank.

Conclusions

The Sea Sprite 23 isn’t for everyone. A lack of space and accommodations relegates it to the daysailer/occasional overnighter category. Although it lacks cruising luxuries, it is an exceptional daysailer—seaworthy and strongly built, and with a sailing range that belies its small size. Its stability and ease of handling make it a good choice for the older sailor who doesn’t need a big boat anymore, or for a small family primarily interested in day sailing.

We saw several Sea Sprites listed for sale this past fall (1991) in the $6,500 range—a good price for a well-built boat that’s going to be around for a while. Older Sprites originally sold for $5,000 (minus sails) with the later Ryder models going for about $11,000.

The Sprites can be said to have held their value well while still representing a bargain relative to what you get. As Clarke Ryder says, “They sail like a charm and they’re pretty. People who have them love them.”

Life Jackets for Active, Racing Sailors

The third section contains individual project stories and other articles of interest to sea sprite 23 owners. To submit an article, write up the article either as an email or as a separate attachment, number the pictures, and make it clear where in the article they belong. Attach the pictures to the email and send it to: Carter Hall at [email protected].

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

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

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

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

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

SS23 WEEKENDER

7 thoughts on “ Sea Sprite 23 ”

Does anyone have a dodger on a SS 23? I’m in Maine and would like to add one!

I have a sea sprite 23 weekender after a major re fit and fitting a 1 gm inboard diesel engine new rudder etc we launched Hitchiker last week stepped the Hall spars 1970 mast now painted white all new standing and running rigging ,we are using the mainsail that must be 25 plus years old but in good condition,I am not sure what size headsail to have made I have put the original tracks on the new teak toe rail but am not happy with the shape of a jib that sheets outside the spreaders .I am swayed to putting two tracks close to the cabin sides and sheeting inside the cap shrouds has anyone any ideas about this?

I have a the same concerns with head sail shape. My 1963 has fair leads on the cabin, one forward and one aft and one on the deck aft of the windows. I’ve played around with sheeting angles for both my 110 and 150 head sails. I also have a copy of the original line drawings. My plan is to have a new jib made which will be sheeted on the cabin top. A friend of my operates a sail loft here in Vermont and measured for it. I’ll also have the 150 cut to a smaller size and rearrange to sheet on the deck. I think toe rail sheeting is ineffective. I have a pic from my last sail, going up wind in 15+ if interested.

I was given a SS 23 day sailor a couple of years ago that had been languishing in a boatyard since it’s owner went into a nursing home and his wife and children got tired of paying the fees to store it. This spring I’m planning on doing a complete paint and varnish job from the bilges to the cabin top and polishing the hull to go sailing. The boat and I are located on Lake Ontario so salt damage isn’t an issue. What I’m wondering is, where is the normal place for a battery to power the running lights and VHF radio? In the stern next to the outboard motor compartment? I can see no indication of where the previous owner ran his power cords from, but the running lights and mast antenna are all there. Any thoughts would be appreciated.

my battery box was inside cabin under companionway ladder,molded fiberglass box with cover fits flush with cabin floor.

A friend has a SS 23 weekender. Can anyone help with the process of taking the mast down in order to replace the anchor light. Moored boats in south Florida are getting ticketed for missing mast top lights

Love to look at a few in person! It would be a nice step “down” from my old Countess, now sold and I miss her! Thanks and fair winds! Alan

A rip current statement in effect for Coastal Broward and Coastal Miami Dade Regions

Tourist ided as man found dead in miami river over weekend, fwc: mississippi man fell off boat, found at bottom of river.

Chris Gothner , Digital Journalist

MIAMI – Authorities identified a man whose body was found in the Miami River near the Brickell Avenue bridge over the weekend.

According to the Florida Fish and Wildlife Conservation Commission, Trevonte C. Johnson, 23, of Coila, Mississippi, fell off of a chartered boat at around 3:30 p.m. Sunday.

About the Author:

Chris gothner.

Chris Gothner joined the Local 10 News team in 2022 as a Digital Journalist.

Local 10 News Saturday @ 9AM : Mar 30, 2024

Local 10 news saturday @ 7am : mar 30, 2024, local 10 news saturday @ 6am : mar 30, 2024, local 10 news saturday @ 5:30am : mar 30, 2024, local 10 news @ 11pm : mar 29, 2024.

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Legendary Performance: Rediscovering the Ranger 23 Sailboat

Overview of the Ranger 23 Sailboat: A Spectacular Blend of Performance and Design

Discover the extraordinary Ranger 23 Sailboat, a true masterpiece that seamlessly combines outstanding performance with captivating design. This sailboat is a testament to the brilliance of craftsmanship, engineering, and innovation, making it an exceptional choice for both seasoned sailors and those looking to embark on thrilling adventures on the water.

The Ranger 23 Sailboat features a timeless design that effortlessly catches the eye. Its sleek lines, graceful curves, and perfectly proportioned hull deliver both style and substance. Crafted with the highest attention to detail, this sailboat exemplifies elegance and sophistication. Made for those who appreciate beauty and functionality, every aspect of the Ranger 23 Sailboat has been carefully engineered to offer a harmonious blend of form and function.

Examining the Exceptional Performance Capabilities of the Ranger 23 Sailboat

The Ranger 23 Sailboat is renowned for its exceptional performance capabilities, making it a favorite among sailing enthusiasts. Its outstanding design and construction ensure a smooth and exhilarating sailing experience like no other. Here’s what sets the Ranger 23 apart from the rest:

Lightweight yet Sturdy

The Ranger 23 boasts a lightweight construction, allowing it to glide effortlessly through the water.
Despite its lightweight nature, this sailboat is built with exceptional sturdiness, with its durable hull and rigging designed to withstand various weather conditions.

Impressive Speed and Maneuverability

Equipped with a sleek and streamlined hull, the Ranger 23 is capable of achieving impressive speeds, exhilarating any sailor with its smooth glide across the waves.
Its exceptional maneuverability makes it easy to navigate tight spaces and execute precise turns, ensuring a thrilling sailing experience.

Stable and Reliable

The Ranger 23’s stability is unparalleled, providing a secure platform even in choppy waters, allowing sailors to enjoy a worry-free adventure .
With its reliable rigging and well -balanced sail plan , this sailboat maintains consistent performance, making it a reliable choice for both seasoned sailors and newcomers alike.

Comfortable and Functional

The Ranger 23 offers a spacious and well-designed cockpit, providing ample room for relaxation and enjoying the open water.
Its thoughtful layout includes easily accessible controls, making sail handling a breeze, allowing sailors to focus on the joy of their journey.

Experience the thrill of sailing with the Ranger 23 Sailboat and rediscover the joy of exceptional performance on the open water.

Rediscovering the Timeless Design Features of the Ranger 23 Sailboat

When it comes to sailboats, few designs stand the test of time quite like the Ranger 23. This iconic vessel has been adored by sailors for decades, and its timeless design features continue to impress even the most discerning enthusiasts. Rediscovering the Ranger 23 is like taking a step back in time, to an era when sailboats were built with a perfect blend of functionality and elegance.

One of the most remarkable features of the Ranger 23 is its superb handling and performance. Whether you’re an experienced sailor or a beginner, this sailboat offers an unparalleled experience on the water. The powerful mast and rigging design allow for quick acceleration and impressive speed, making every voyage an exhilarating adventure. Additionally, the sleek hull design minimizes drag, maximizing stability and overall efficiency. Every aspect of the Ranger 23’s performance has been carefully crafted to provide an unmatched sailing experience.

Sailing the Ranger 23: Practical Tips and Recommendations for Optimal Performance

When it comes to sailing the Ranger 23, there are several practical tips and recommendations that can greatly enhance its performance on the water. Whether you are a seasoned sailor or a beginner, these insights will help you make the most out of this legendary sailboat:

Trim the sails: Proper sail trimming is essential for optimal performance. Adjust the main and jib sails to maximize power and minimize drag, ensuring that they are neither too loose nor too tight.
Balance your weight: Distributing crew weight evenly across the boat helps maintain stability and ensures efficient sailing. Move crew members around as needed, especially during gusts or when going upwind.
Master the art of tacking and jibing: Smooth and precise maneuvers are key to maintaining speed and control. Practice tacking and jibing techniques, always focusing on maintaining momentum during these maneuvers.
Make use of the adjustable backstay: The adjustable backstay allows you to control the tension on the forestay, affecting the shape and efficiency of the sails. Experiment with different settings to find the sweet spot for the prevailing wind conditions.

By implementing these practical tips and recommendations, you can unlock the full potential and experience the exhilarating performance that the Ranger 23 sailboat has to offer. Seize the opportunity to rediscover this remarkable vessel and embark on unforgettable sailing adventures.

Unveiling the Perfect Setup: Upgrades and Modifications for the Ranger 23 Sailboat

Embarking on exhilarating sailing adventures is all about having the right tools and equipment to enhance your experience. The Ranger 23 sailboat, renowned for its durability and maneuverability, opens up a world of possibilities on the open seas. In this section, we will delve into the numerous upgrades and modifications that will take your Ranger 23 to the next level, ensuring unforgettable expeditions and unmatched performance.

1. Enhanced Sailing Rig:

Elevate your sailing game by upgrading your Ranger 23’s rigging system. Consider incorporating these modifications to optimize performance and control:

Performance sails: Invest in high-quality sails that are specifically designed for your Ranger 23 to maximize your boat’s speed and response.
Adjustable backstay: Enable precise control over mast tension to fine-tune your sailing experience based on wind conditions.
Boom vang: Improve sail shape and prevent accidental jibes by adding a boom vang to your setup.

2. Smooth Sailing with Deck Hardware Upgrades:

Enhance your sailing experience with these essential deck hardware upgrades that provide convenience, safety, and usability:

Self-tailing winches: Upgrade to self-tailing winches for effortless sheet handling, freeing up more time to focus on the joy of sailing.
Electric windlass: Make anchoring a breeze with an electric windlass, providing ease and convenience when setting and retrieving your boat’s anchor.
Bow-mounted roller furling: Simplify sail handling and increase efficiency with a bow-mounted roller furling system, ensuring quick and easy reefing and unreefing.

Rediscover the iconic Ranger 23 sailboat and its legendary performance on the water. With a length overall of 23 feet and a beam of 7 feet, the Ranger 23 strikes the perfect balance between stability and maneuverability. With a sail area of 236 square feet and a fin keel design , this sailboat guarantees excellent upwind capabilities and exhilarating speed. Its approximate displacement of 2,900 pounds ensures a smooth and controlled ride in a variety of weather conditions.

Q: What is the Ranger 23 sailboat? A: The Ranger 23 is a sailboat that has gained legendary status in the sailing community. It is a 23-foot long, trailerable monohull sailboat known for its versatility and performance.

Q: Why is the Ranger 23 considered legendary? A: The Ranger 23 is considered legendary due to its exceptional performance on the water. It has a proven track record of winning races and has earned a reputation for being fast, stable, and easy to handle. Its enduring popularity among sailors has solidified its legendary status.

Q: What are some key features of the Ranger 23? A: The Ranger 23 boasts several features that contribute to its exceptional performance. It has a fractional rig with a large mainsail and a smaller headsail, allowing for easy sail handling and balancing. The sail controls are conveniently placed within reach of the helmsman. The boat is also equipped with a self-bailing cockpit and has a comfortable cabin that can accommodate overnight stays.

Q: How does the Ranger 23 perform on the water? A: The Ranger 23 offers an exhilarating sailing experience. Its design allows it to achieve impressive speeds while maintaining stability, making it a joy to sail in various weather conditions. It is responsive to sail trim adjustments and handles well in both light airs and heavy winds. Its performance capabilities make it a popular choice for racing as well as cruising.

Q: Is the Ranger 23 suitable for beginners? A: While the Ranger 23 is renowned for its performance, it is also a forgiving boat that can be enjoyed by sailors of different skill levels. Its stability and ease of handling make it a suitable choice for beginners who want to hone their sailing skills. However, some sailing experience or training is still recommended before venturing out on the water.

Q: Can the Ranger 23 be easily transported? A: Yes, the Ranger 23 is designed to be trailerable, meaning it can be easily towed using a suitable vehicle. This portability allows sailors to explore different bodies of water and participate in various sailing events without the need for a permanent mooring.

Q: Are there any downsides to the Ranger 23? A: While the Ranger 23 has many positive attributes, it is important to consider some potential drawbacks. Due to its smaller size, it may not offer as much interior cabin space compared to larger sailboats. Additionally, as a relatively older design, it may not have all the modern amenities found on newer boats. However, these trade-offs are minor compared to the exceptional performance and value the Ranger 23 offers.

Q: Where can one find a Ranger 23 sailboat? A: The Ranger 23 was first produced in the 1970s, and while it is no longer in production, used Ranger 23 sailboats can be found in the pre-owned market. Online platforms, boat brokers, and sailing forums are good places to start when looking for a Ranger 23. Additionally, attending sailing events or contacting sailing clubs can provide opportunities to connect with owners who may be willing to sell their boat.

Q: How is the resale value of the Ranger 23? A: The Ranger 23 holds its value relatively well in the pre-owned market. The boat’s legendary performance and reputation make it a sought-after vessel, which helps maintain its resale value. However, resale value can vary based on overall condition, age, and specific upgrades or modifications made to the boat.

Q: Are there any active Ranger 23 sailing associations or communities? A: Yes, there are active Ranger 23 sailing associations and communities where enthusiasts can connect and share their experiences. These communities often organize regattas, social events, and provide resources and support for Ranger 23 owners. Online forums and social media groups are also available for sharing knowledge and connecting with other Ranger 23 sailors.

To Wrap It Up

In conclusion, the Ranger 23 sailboat undeniably holds its place as a legendary vessel in the world of sailing. As we dove into its history, explored its outstanding features, and learned about its impressive performance on the water, it became evident why this sturdy twenty-three footer achieved its iconic status. From its exceptional durability and stability to its efficient design and versatility, the Ranger 23 continues to capture the hearts of sailors across the globe.

With an insatiable desire to revive and rediscover this classic craft, sailing enthusiasts are drawn to the Ranger 23, seeking adventure and limitless possibilities on the open sea. Its timeless elegance combined with its reliability and ease of handling make it a perfect companion for both novice and experienced sailors alike.

As we reflect on the journey of rediscovering the Ranger 23 sailboat, it is clear that its unmatched performance continues to inspire an ever-growing community of seafarers. Whether you are seeking thrilling races, peaceful cruises, or simply a connection with the rich heritage of sailing, the Ranger 23 is undoubtedly a vessel that stands the test of time.

So, if you find yourself yearning for the beauty of the open waters, the Ranger 23 sailboat provides an opportunity to embark on an unforgettable journey. Its legendary performance promises endless possibilities, reminding us of the magic that lies within the art of sailing. Set sail and rediscover the Ranger 23 – a true gem waiting to be unleashed upon the vast blue expanse.

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Johnson 18 Specifications

A dinghy sportboat sailing community

This page list the lengths and dimensions of equipment and rigging collected by Johnson 18 owners. Please visit the Johnson 18 Google Group if there is a missing metric you require, or if you know one that you think should be added.

If you're interested in the process of rigging a johnson 18, take a look at our videos page to see an instructional video from white bear boatworks on initial rigging., specifications.

Class Rules

The hull, deck, backbone, bow sprit, tiller, rudder, centerboard, mast, and boom, shall conform to the building specifications and shall only be manufactured from the Class approved molds by licensed builders established by the copyright holder (Johnson Boat Works, Inc.). Hardware and rigging shall conform to the official plans, no exception unless stated herein.

Running Rigging

Measurements, spinnaker halyard:.

Synthetic Rope
47 feet (14.3256 meters)
why not make it 48 feet? (14.6304 meters)
0.236220472 inch (6mm) minimum diameter

Main halyard:

26 feet (7.9248 meters)
Stainless Steel Wire
UNKNOWN LENGTH
0.118110236 in (3mm) minimum diameter from shackle to locking device(?)
power ratio not greater than 12:1
0.157480315 in (4mm) minimum diameter

Mainsail outhaul

power ratio no greater than 3:1
stainless steel wire
0.118110236 in (3mm) minimum diameter
0.236220472 in (6mm) minimum diameter

Main Sheet Traveler Control

power ratio no greater than 4:1
0.354330709 in (9mm) minimum diameter

Jib Sheets:

power ratio no less than 2:1
15 feet each for separate port and starboard (4.57200 meters)
35 feet for a continuous port-starboard sheet (10.66800 meters)
8mm minimum diameter

Spinnaker sheets

0.236220472 inches (6mm) minimum diameter

Spinnaker tack line

0.31496063 in (8mm) minimum diameter

Jib furling Line

Bow sprit line (pole out control).

power ratio equal to 2:1

Rudder Downhaul Line

0.196850394 in (5mm) minimum diameter

Cunningham:

28 feet (8.5344 meters)

Standing Rigging

Mast Length: 23 inches (7.08m)
non-adjustable
furling drum 64mm tall
furling swivel 64mm tall

Boom Length: 105.0 inches (2666 mm)
Mast to Main Sheet block: 56.4 inches (1433 mm)
Mast to Boom Vang block: 31.1 inches (791 mm)
<= 2591mm from mast
Black bands
<= 6248mm apart
1219mm extended

4.0.4 Black band shall be a minimum weight of 25 mm and shall encircle the mast. The distance from the upper edge of the lower band (at standard boom height) to the lower edge of the upper band shall not exceed 6248 mm.

4.1 Spreaders

4.1.3 The spreaders shall be fixed on the upper shrouds so that they will be perpendicular to the mast.

4.3 Bow Sprit

5.0 Sails General
5.1 Only one mainsail , one jib , and one asymmetrical spinnaker shall be on board while racing. Only one set of sails shall be measured in at Johnson 18 Class Association sanctioned regattas.
5.1.2 The mainsail shall be constructed of woven polyester. The jib shall be constructed of a woven polyester or polyester substrate/polyester film laminate. The asymmetrical spinnaker shall be constructed of nylon; polyester is prohibited.
5.1.3 Each mainsail, jib and spinnaker, shall carry a Johnson 18 royalty sticker. The sticker shall be firmly fixed near the tack of each sail on the starboard side. Stickers shall not be transferred from one sail to the other. Stickers were available from Johnson Boat Works, 4495 Lake Avenue South, White Bear Lake, MN 55110 .
5.1.4 Sail reinforcement shall be in accordance with current IYRU Sail Measurement Instructions.
5.1.5 The Johnson "18" insignia (Diagram 1.0) shall be black in color and fall between the top two battens midway between the luff and leech and shall closely fill up a rectangle that is 610 mm long and 457 mm high. The upper insignia shall be on the starboard side. The word "JOHNSON" shall be placed on the starboard side of the sail, be black in color, parallel to the leech, and halfway between the lowest batten and the clew. These decals are available from the Johnson 18 Class Association, 4495 Lake Avenue South, White Bear Lake, MN 55110.
5.1.6 The sail number of the yacht shall correspond to the hull number and shall be placed on the mainsail and on the asymmetrical spinnaker. The sail number shall not be less than 305 mm in height and have a space of at least 60 mm between them. The upper number shall be on the starboard side.
5.1.7 The minimum cloth weight for the mainsail shall be 160 grams per square meter. The jib shall be 160 grams per square meter for woven material and 150 grams per square meter of substrate/film laminate. The asymmetric spinnaker shall be a minimum cloth weight of 40 grams per square meter.
5.1.8 Unwoven transparent material for windows is permitted below the half height of the main, jib, and asymmetrical spinnaker. No window dimension shall exceed 1400 square mm. Ant edge of the any window shall not be less than 80 mm from the nearest edge of the sail.

5.3 Jib The jib shall be fitted with a 1X19 luff wire of not less than 3 mm. The bearing surface to bearing surface length shall be 5305 -0 +13 mm.
5.3.1 The leech length shall not exceed 4752 mm nor be less than 4676 mm.
5.3.2 The foot length shall not exceed 2207 mm nor be less than 2131 mm.
5.3.3 The luff length shall not exceed 5240 mm nor be less than 5164 mm.
5.3.4 The weight of the head of the jib shall not exceed 38 mm.
5.3.5 The leech shall not be convex.
5.3.6 Clew boards and battens are prohibited.
5.3.7 The midpoint of the foot is determined by folding the jib vertically and superimposing the tack and clew matching the edges of the sailcloth. The head of the jib is held firmly and a measurement taken from the "measurement point" of the head to the lowermost edge of the roach at the midpoint with two pounds tension. This dimension shall not exceed 4984 mm. This specification is to take precedence over any other specifications insofar as any conflict is concerned.
5.3.8 Leech and foot lines are permitted.
5.3.9 Jib cunningham shall not lead to the deck.
5.2 Mainsail The headboard may be of any material not exceeding 153 mm in weight and length. Including the luff rope, the total weight of the head shall not exceed 191 mm.
5.2.1 The length of the leech shall not exceed 6629 mm. All mainsails built prior to November 1, 1993 shall be grandfathered in regards to leech measurement.
5.2.2 Total weight measurements for the mainsail shall be taken at 3/4 height, 1/2 height. 1/4 height measuring points on the leech to the nearest points on the luff. The total weight measurements, include the luff rope, shall not exceed: 3/4 height = 1219 mm; 1/2 height = 1994 mm; 1/4 = 2438 mm. The leech shall not be hollowed to evade weight measurements.
5.2.3 The mainsail shall not exceed rule 4.0.4 and rule 4.2.1 (E = 2591 mm and p = 6248 mm).
5.2.4 The mainsail shall have four battens that divide the leech into five equal parts. The top two batten shall be full length. The bottom two battens shall not exceed 991 mm. The maximum weight for the battens shall be 50 mm.
5.2.5 The mainsail shall be loose footed. There shall be a non-adjustable slug attached at the tack and at the clew. The foot round shall not exceed 102 mm. A cunningham cringle within 254 mm of the clew is permitted. A leech line is permitted.
5.4 Asymmetrical Spinnaker Leech length shall not exceed 5370 nor be less than 5218 mm.
5.4.1 The luff length shall not exceed 6883 nor be less than 6655 mm.
5.4.2 The foot length shall not exceed 4674 nor be less than 4445 mm.
5.4.3 The midpoint of the foot is determined by folding the spinnaker vertically and superimposing the tack and clew matching the edges of the sailcloth. The distance from the midpoint of the foot to the head shall not exceed 6426 mm nor be less than 6325 mm
5.4.4 Total weight measurements for the asymmetrical spinnaker shall be taken at 3/4 height, 1/2 height. 1/4 height measuring points on the leech and the luff. The total weight measurements shall not exceed: 3/4 height = 3823 mm maximum, 2070 mm minimum; 1/2 height = 3823 mm maximum, 3696 mm minimum; 1/4 = 4585 mm maximum, 4253 mm minimum.

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23’ Feet 1930 Hubert Johnson Laker launch

$20,000 (usd), boat id: 42508, contact us directly - 800-675-4089, learn how the process works (faq).

Viking, renamed Bess in 2002 upon our purchase was built by Hubert Johnson in 1930 for Mr. Swinglehurst of New York. He passed away in 1932 and the boat was sold in 1934 to Max Nydegger who kept her in his boathouse on Lake Winnepasake until his death in 1964. Title then passed to his daughter Mrs. Hugh E. Thomson then her son Hugh E. Thomson Jr. until 1986 when the property was sold. The boat was purchased by Steve Camann of Manchester NH. He promptly had the boat refit and repowered, replacing the original Chrysler Ace with a Flagship 283, by New England Boat & Motor, Inc. Laconia New Hampshire. I purchased her from Mr. Camann in 2002. I relocated her to Sausalito CA for use at Lake Tahoe. During my 20 year custody, she has been totally restored twice, 2002, 2015. She was repowered again in 2018. Fresh varnish and paint 2022. She is warehouse stored during off season and is lift launched during use. She is comfortable big boat, safe and roomy for up to 10 passengers and their gear. As a semi displacement boat, she comes up on plane easily and cruises dry and safe. She can be seen in Florida, Cape Coral, or at the Mt. Dora ACBS show in March. She is a unique boat that needs a new caretaker for the next 20 years.

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Floating through the day… - Capital River Boat Tours - Moscow Centre

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Central Russia
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Capital River Boat Tours - Moscow Centre

great boat day trip, we enjoy beautiful view along the river with a bottle of Prosecco and meals... read more

See the beauty of Moscow by boat at morning to night. Was nice to see the scene in different angle... read more

Floating through the day…

One of the best ways to see many of the Moscow sites is by a pleasant cruise on the Moscow River. This particular trip took us just over 2 hours… there and back! We boarded about 15 minutes prior to sailing and were able to select a table with 4 chairs (although the room was somewhat cramped because there were too many tables!), giving us a sheltered viewpoint. There was a colorful canopy over our heads, but the sun shone fairly high in the sky - it was about 15:00, so we were not blinded. The day was perfect with some clouds, but they never seemed to interfere with our views and comfort. We saw many interesting views that one often cannot see when using land or train transport. As is often the case, river trips are rarely uninteresting, and this one was delightful because of the time of day, time of year and the weather! Very good value for money… the trip is 400 roubles with an additional 100 if you wish to have the return trip to the same place.

There is information about Moscow River cruises company on Tripadvisor but it is slightly misleading as it is described as "day tours" (and reviews are predominantly in Russian). Though day tours may also be available (dunno), it is worth mentioning that 1-2 hours cruises may appear to be easier to fit into your sightseeing programme. So far I discovered two companies that provide short-time river cruises that cover the same itinerary but but differ in price, ships and entertainment program: http://www.smartmoscow.com/boat1.htm http://radisson-cruise.ru/index_en.php?page=32 I followed the first listing. Ticket price is 10 pounds. The trip takes 1,5 hours. It is a nice and relaxing sightseeing trip and is recommended to take in the evening when Moscow attractions are nicely illuminated. In summer it is better to sit outside (the speed isn't that great and it isn't that windy on a warm day). Downstairs Russian pop music plays and it may not be for everybody's ears. This tour is the cheapest. There is no guide information available, but there is a little bar and bathrooms downstairs. The cruises start at metro Kievskaya (change from brown line to light blue line -> exit), then walking direction to the river (across a massive glass bridge) and then at the river side turning left towards the pierce. Tickets are sold at the pierce. The ships/boats leave regularly (probably with 20-ish minutes window) so there is no much wait either need for booking tickets in advance. More expensive cruises seem to be providing dining experience and discotheque on board.

Moscow Boat Tour

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Description

See all the gems of historical and cultural center of the capital in short time and without traffic jams or tiresome walking.

Depending on the itinerary and duration of the Moscow River boat trip, the tour can be 3 or 5 hours.

Highlights of the tour

St Basil’s Cathedral;
Stalin skyscraper on Kotelnicheskaya (Tinkers) embankment;
The Kremlin;
“House on the Embankment” Stalin skyscraper;
Monument to Peter I;
The Central House of Artists;
Christ the Savior Cathedral;
Gorky Park;
Moscow State University;
Russian Academy of Sciences;
Luzhniki stadium;
Novodevichy Monastery;
Kiev railway station;
Europe Square;
Moscow City Hall;
Government House;
Expocentre Exhibition Complex;
and other famous sights.

You will learn about the different epochs of the city from the foundation in 1147 till Soviet times of 20 th century.

Moscow River

Moskva river has the form of a snake and is the main waterway of Moscow, consisting of a cascade of reservoirs. Within the city, Moskva river is 80 km long, 120 m - 200 m wide and up to 14 m deep. The narrowest part of the river is the Kremlin area in the city center, and the most extensive is around the Luzhniki Stadium in the south.

Bridges in Moscow

Undoubtedly, bridges and embankments are among the most scenic spots and main attractions of Moscow. Plus, they are so romantic.

Bolshoy Kamenny Bridge – Great Stone Bridge – is the main bridge of Moscow . The first stone bridge was constructed here in the 17th century.
Patriarshy Bridge is one of the youngest pedestrian bridges, built in 2004. The bridge connects the iconic Christ the Saviour Cathedral with funky Bersenevskaya embankment, extremely popular place among locals for its trendy art galleries, cafes and panoramic views. Patriarshy Bridge used to be a shooting location for ex-Russian President Dmitry Medvedev's New Year speech to the nation.
Borodinsky Bridge, erected in honor of the 100th anniversary of the glorious victory in the Battle of Borodino (which every Russian kid knows about), a fierce legendary battle during the Russo-French war of 1812.
Bagration Bridge one of the pedestrian bridges with most picturesque views of the Moskva River with its numerous upper-level observation platforms. The bridge was erected to celebrate the 850th anniversary of Moscow city in 1997.
Krymsky Bridge used to be in Top 5 Europe’s longest bridges some 100 years ago. The bridge got its name after the ancient Krymsky ford which Crimean Tartars used to invade Moscow in the 16 th century.

Embankments of Moscow

Moscow river boats 37 embankments, the most popular being Kremlevskaya, Sofiyskaya, Pushkinskaya, Vorobyovskaya and Kolomenskaya.

You can get the most spectacular views of the Kremlin from Kremlevskaya and Sofiyskaya embankments.

Pushkinkaya embankment is the most romantic in Moscow. It meanders along Gorky Park and Neskuchnyi garden and is rich for all kinds of entertainment as well as cozy nooks, including Olivkovy beach, the famous Zeleny theater as well as a pier for river cruisers.
Vorobyevskaya embankment is part of Sparrow Hills nature reserve. This place opens a beautiful panorama of the river and city from the observation deck and is considered to be the place for taking serious decisions in life.
Embankment in Kolomenskoye Museum-Reserve has a special charm due to its peculiar geographical relief. The boat trip around Kolomenskoye would be the most peaceful in your life.
Taras Shevchenko embankment is popular among photographers for its modern Moscow City skyscrapers. Highly recommended for your night boat trip.
Embankments of Moscow are the pride of the capital. A distinctive feature of each of the promenades is its architecture and beautiful views. In addition, almost all the embankments of Moscow have a rich history and a lot of notable buildings.

Different epochs

Taking a walk along the Moskva River by boat, you will witness the architecture of Moscow from different eras and styles. Archaeological studies indicate that already in the XI century there stood a fortified settlement on Borovitsky hill, which is now called the Kremlin. Little fortress could not accommodate all the residents of the rapidly growing city, and the Grand Duke ordered the construction of a new Kremlin, larger than the former.

Boat trip around Kolomenskoe Park

Moscow river boat trip starts from the pier Klenovy (Maple) Boulevard and provides reat views of Nicholas Perervinsky monastery.

Nicholas Perervinsky monastery was founded at the time of the Battle of Kulikov (1380). The monastery, got its name from the surrounding area – “Pererva”, which can be translated like “tear off” and because of the location – here it abruptly changed its course, turning to Kolomna, standing on the opposite bank.

Nowadays Kolomenskoye is State Art, Historical, Architectural and Natural Landscape Museum-Reserve, which doors are open to everyone who wants to get in touch with the ancient history of Russia.

Take a break from the big city hustle in the shady parks and gardens of the Kolomenskoe Museum-Reserve. Don’t miss a wonderful Church of the Ascension and Tsar Alexey’s Palace in Kolomenskoye!

Monasteries and temples

Novospassky Monastery
Founded in the 13th century on the site where now is located the Danilovsky monastery. After a few decades, in 1330, Ivan Kalita moved the monastery onto the Borovitskii hill of the Kremlin. However, in the 15th century, Spassky Monastery again moved, this time to a more spacious place on Krasnoholmskaya waterfront.
Church of St. Nicholas in Zayaitskom
Erected in the middle of the XVIII century in baroque style. The building survived after the 1812 fire, but the utensils were destoyed. Parishioners collected donations and restored the temple on their own. In Soviet times, it was closed and re-opened only in 1992.
Cathedral of Christ the Savior
The church was originally erected in honor of the victory over Napoleon and was being under construction for long 44 years. Notoriously demolished in 1937 to be a giant swimming pool under open sky. The current building was constructed in 1990s. It is the tallest and one of the largest Orthodox churches in the world.
The temple was built in 1679-82, during the reign of Tsar Fedor Alekseevich, in late Muscovite Baroque style and can be characterized as bonfire temple. Each gable is a symbol of a heavenly fire.
Novodevichy Convent
The most famous concent and monastery in Moscow, presumably founded in 1524. Novodevichy’s status has always been high among other monasteries, it was in this monastery where the women of the royal blood, the wives of Tsars and local rulers of Moscow were kept in prison as nuns.
St. Andrew’s church (male acts as Compound Patriarch of Moscow)
St. Andrew’s church stands right on the slopes of the Sparrow Hills, on the way down to the Moskva River, on the territory of the Nature Reserve “Sparrow Hills”. The monastery is small in size but is very cozy. It’s situated in a quiet courtyard surrounded by temples, fruit trees and flowers.

What you get:

+ A friend in Moscow.
+ Private & customized Moscow river cruise.
+ An exciting pastime, not just boring history lessons.
+ An authentic experience of local life.
+ Flexibility: changes can be made at any time to suit individual preferences.
+ Amazing deals for breakfast, lunch, and dinner in the very best cafes & restaurants. Discounts on weekdays (Mon-Fri).
+ A photo session amongst spectacular Moscow scenery that can be treasured for a lifetime.
+ Good value for souvenirs, taxis, and hotels.
+ Expert advice on what to do, where to go, and how to make the most of your time in Moscow.

Write your review

Cruise passenger, 23, fell overboard and vanished after complaining he felt seasick

A tourist, 23, fell overboard from the MSC Euribia cruise ship, say reports.
The recently-wed student had just texted his wife that he felt seasick.
Liam Jones vanished during a seven-day Northern Europe tour cruise

A 23-year-old tourist is presumed dead after falling from the MSC Euribia cruise ship in the North Sea, reports say.

Liam Jones disappeared during a seven-day Northern Europe tour cruise from Southampton to Amsterdam with his family to celebrate his mother's birthday.

The social work student from Scotland was last seen on board by his sister on March 16, shortly after texting his wife, Sophia Mcphee, about feeling seasick, reports said.

Business Insider contacted MSC Cruises for comment outside office hours.

MSC confirmed a passenger went missing during the cruise, prompting an investigation by Hampshire Constabulary upon the ship's return to the UK, per The Telegraph.

Watch: One of Europe's deadliest shipwrecks leaves hundreds missing

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23' Feet 1930 Hubert Johnson Laker launch
Boat ID: 42508. Viking, renamed Bess in 2002 upon our purchase was built by Hubert Johnson in 1930 for Mr. Swinglehurst of New York. He passed away in 1932 and the boat was sold in 1934 to Max Nydegger who kept her in his boathouse on Lake Winnepasake until his death in 1964.
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Capital River Boat Tours - Moscow Centre: Floating through the day… - See 124 traveler reviews, 484 candid photos, and great deals for Moscow, Russia, at Tripadvisor.
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