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27Year:1974Asking:$8,000

Custom-Built 51 ft Cutter Cold Molded West System Epoxy 30.5Year:1987Asking:$24,000 The URL for this page is 51 ft Cutter Cold Molded West System Epoxy Added 05-Apr-2023 © 2001-2024 ./)   . . ./)   . . What can we help you find? Custom wooden boatbuilding yacht restoration yacht design. Rockport Marine’s team of craftsmen design, build, and restore some of the world’s most renowned wooden yachts. A shallow ballast keel slotted for a centerboard not only means that the Little Wolf-38 floats in only three and a half feet of water but also that you can bring her into a beach and, in waist-deep water, walk all around . . . The R37 is an ideal dayboat and yet is remarkably well-equipped for simple cruising. With roots in the lobster yachts from the 1950s by Newbert and Wallace, the type and scale were selected to balance sea kindliness, moderate speed . . . Restoration At the beginning of the global pandemic LATIFA paused a long-range cruise and returned to Rockport Marine for a systems refit, interior joinery, cosmetics upgrade, and a rig inspection. Project Ouzel Hull of 95-foot sailing yacht goes right-side-up for the first time. Currently in construction is a milestone project for Rockport Marine, Project Ouzel, a 95′ (29m) cold-molded classic performance sloop. Rockport, Maine Service & storage. Custom Wooden Boatbuilding Yacht Restoration Yacht Design Rockport Marine’s team of craftsmen design, build, and restore some of the world’s most renowned wooden yachts. Cold Molded Construction Cold molded hulls have been built since the technique was used for World War II planes—often using casein or urea-based glues. Today, one would use epoxy almost exclusively, benefiting from its superior bonding, gap-filling, strength and water resistance. The temporary framework (or jig) will commonly allow for a permanent gunwale to be fitted as well as a keelson, as the diagonal veneers will be permanently attached to these. Wood for the veneer strips is very critical. It must be cut flat with even thickness, be well seasoned and resistant to cracking. Western red cedar and mahogany are two good choices. Some builders even use thin, high quality plywood. The pre-cut veneers (2–6 mm thick depending on boat size, bilge radius and stringer spacing) will typically be laid up about 35-45 degrees from the vertical and stapled to the stringers where they cross and also near both edges. Veneer width will depend on the curvature of the hull, with more curvature requiring narrower strips. Knowing what radius various woods can bend will help decide the strip size and thickness for a particular shape. This table is from a fine book entitled 'The Gougeon Brothers on Boat Construction' - with their kind permission. Veneers Thickness (in inches) Radius (in inches) Dark red meranti Douglas fir Sitka spruce Red cedar 1/8 1/8 1/12 1/8 8 12 11 10 Okoume plywood thickness (in inches) Grain axis 1/4 1/4 3/16 5/32 5/32 5-ply Parallel 5-ply Perpendicular 3-ply Parallel 3-ply Parallel 3-ply Perpendicular 24 16 16 8 6 If the staples are arranged in a row and a strip of tough strapping material laid under them, they will be much easier to remove without damaging the wood. (This sketch also comes from the excellent book 'The Gougeon Brothers on Boat Construction' and shown here with their kind permission) After the 2nd layer, modern builders are now often enclosing the whole surface with plastic and vacuum-bagging the bond to improve pressure between the surfaces while curing. But this requires that the working surface of the mold be made air-tight and that is impossible with an open frame+stringer arrangement. One interesting method (see URL below for Nexus Marine) is to seal the first layer airtight and then vacuum bag to that. Either way, if it can be done, vacuum-bagging is surprisingly effective and not that difficult either as long as certain precautions are taken (see separate article on this). Some larger designs call for a 3rd veneer layer—perhaps even laid up fore and aft for appearance. In such a case, this could well be the hardest layer to fit, especially if the hull has a sharp radius in its section. Narrower strips will help in this case but that means more joints to fit. (I'd personally suggest to avoid a lengthwise veneer and plan on painting the exterior.) Once cured, the exterior is typically sanded and at least partly faired before removal. Cold-molding is good when you have a capable partner to work with as you can each work on strips, starting amidships. Click here for clear photos of the process: www.sixrivermarine.com/Cold%20molding%20QA.htm www.nexusmarine.com/odysy_const.html (with vacuum bagging) www.bruceroberts.com.au/gallery/index.htm (see Roberts 24 and Roberts 25 wood) Advantages are: If well executed, this system produces a very tough, long-lasting hull that is stiff and resistant to damage and rot. It requires only the minimum of internal stiffening. Still a useful option where labor costs are low or just not counted. Disadvantages: The system is pretty labor intensive and solid veneers of moisture-resistant wood are also becoming expensive and difficult to obtain in some parts of the world. The system also requires a good, solid mould prior to construction, which has no further use after the hull is lifted off. The surface, both inside and outside, also requires a considerable amount of sanding and the outside will need additional fairing to get a professional finish. As this is more work than other competing systems, this system is now used less and less, except where labor costs are low or discounted. The Constant Camber system was first developed to try and overcome this high labor issue—see separate article. "New articles, comments and references will be added periodically as new questions are answered and other info comes in relative to this subject, so you're invited to revisit and participate." —webmaster "See the Copyright Information & Legal Disclaimer page for copyright info and use of ANY part of this text or article" Yachting World Digital Edition LA 28: The modern trailable boat that’s cold-molded from mahogany October 8, 2019 The LA 28 is a beautiful, cold-moulded wooden trailer-sailer that was designed to be unique, and has now sold nine boats across Europe. Sam Fortescue steps on board Appropriately, it’s a long train ride through thick, thick forest before I reach the LA Yachts yard on the banks of Lake Müritz in central Germany. This seems apposite because the boat I’ve come to see is an exquisite example of how wood is just as relevant as ever when it comes to boatbuilding. In truth, the LA 28 has little in common with the endless rows of fir that fringe the lake; she is cold-moulded from nobler stuff. But it is striking that this young shipyard chose to build in wood. I ask yard owner Lothar Fichtner why. “It’s lighter than GRP and cheaper than carbon,” he says without blinking. So much for the romance of traditional construction, then. In fact, there’s little about this vessel the boatbuilders of 100 years ago would recognise. Around 60kg of Sicomin epoxy is used in the lay-up. Photo: Soenke Hucho For one, cold moulding is a technique that relies heavily on epoxy resin to stick each layer of wood to the last and sheath the whole structure to keep the water out. Then there can be as much or as little carbon in the rig and the finish as you want, while propulsion comes courtesy of a Torqeedo electric motor. Despite her elegant tumblehome and the plunging curve of her coachroof, this is a thoroughly modern boat. “The best of modern and traditional,” Fichtner says. The story of the LA 28 begins with the desire of a wealthy man to have a beautiful sailing toy. Lothar Fichtner was that man and, having sold his engineering business, he wanted to enjoy more of life from his second home on Mallorca. Article continues below… Revolver: Bruce Ritchie’s gentleman’s racer blends traditional and modern craftsmanship “I wasn’t expecting this,” said Michael Ritchie when his 83-year-old father Bruce showed him the lines he had drawn up… European Yacht of the Year 2019: Special yachts This category assembles a varying mix of interesting craft, many of which we might otherwise not have had the chance… He approached a boatbuilder in the Muritz region called Andreas Zehle who specialised in the building of the German 20er Jollenkreuzer racing dinghy class, also cold moulded. Then he drafted in designer Martin Menzner from Berckemeyer Yacht Design in Laboe on the Kieler Fjord. This small design house has worked on everything from dinghies to high-latitude yachts, using a range of construction materials and techniques. Crucially, Berckemeyer is strong in cold-moulded yacht design, or ‘speed strip’ as they call it. The brief was for a trailerable 8-9m boat, that was “simple to rig, as single-handed as possible and with excellent sailing characteristics,” Fichtner explains. “I am bothered by the current development in boatbuilding. Almost all boats look the same. I wanted something exclusive that is modern in design and traditionally built.” It takes more than 15 coats of varnish to achieve this degree of shine on the finish. Photo: Soenke Hucho Menzner is a successful J/80 sailor himself, and the two men quickly saw eye-to-eye. The whole design process took just three months. Fichtner had no clear idea of it at the time, but he wasn’t just buying a boat, he was establishing a yard. “I founded the shipyard because two boatbuilders were unemployed and I wanted to have a boat for my area in Germany and Mallorca,” he recalls. But one thing led to another, and Fichtner is a naturally ambitious man. “We had a lot of success at trade fairs and continuous orders. Then I found my way into Germany’s Yacht magazine.” They have now sold nine boats since 2015, when the first garnered rave reviews at Interboat in Friedrichshafen. Working with wood Cold moulding requires a rough plug to be made, but no female tooling is needed, making it much cheaper to set-up than in the case of GRP or carbon. The plug around which the hull is formed is simply made from strips of softwood fastened around CNC-milled frames. It’s quick, cheap and relatively easy. The natural flexibility of the 2.5mm strips of wood used in cold moulding the hull iron out any imperfections in the mould. The first stage of the process is to place a layer of plastic sheeting over the mould. Then the strips are bent into shape and clamped in place to hold their form. Each layer is bagged and vacuum infused with Sicomin epoxy resin, which soaks into the very top layer of the wood and helps to bond each strip edge-to-edge. Each layer is laid in a different direction to the previous: longitudinal strips of okoume first, then lateral, then diagonal. For the outer layers, Lothar prefers African mahogany (khaya), giving a warm, reddish finish to the hull, which is many times stronger than the equivalent in glassfibre, and lighter too. The deep curve of the tumblehome is all part of the hull shape, so it isn’t possible to mould the whole hull at the same time. Instead, there are two symmetrical plugs, one for the port side, one for starboard. When the two halves are finished, they are simply epoxied together in the middle with a sort of low keelson covering the whole length of the joint for extra strength. Cold moulding leads to a beautiful interior finish. Photo: Soenke Hucho At this stage, the hull is still just a hollow form, albeit a beautiful one. Extra strength must be added next, which is achieved by ‘backfilling’ frames, ringframes and stringers – all glued into place after the event. These support the stresses of the mast, the shrouds and the keel, and provide structure for the transom, keelbox and so on. The finish is a matter of personal taste – every owner makes their own decisions on this. Some have opted for carbon detailing; a layer of carbon epoxied around the aluminium mast post, for instance, a carbon keelbox and carbon fibre pads where the line for the retractable bowsprit passes through the companionway bulkhead into the cockpit. The mast and boom are both in carbon, with sails recommended in X-Drive carbon from UK Sailmakers. Others have requested a white painted interior (a lot more work, observes Fichtner), or different woods used in the construction process to give a slightly different finish. The point is that every boat is unique and can be formed and specified to fit its new owner’s wishes: engine or no engine; spade rudder or transom-mounted kick-up rudder. LA Yachts uses a very light wooden core for the tiller, then laminates it with carbon fibre. Photo: Soenke Hucho Below the waterline the usual keel is a 600kg lead bulb, but again you can choose from a number of options. With the fixed keel there is the option of a 1.7m, 1.8m or 1.9m draught – depending on where you sail and how aggressively rigged she is. But the hydraulic lift is proving a popular option, which reduces draught by 0.9m in the raised position. It’s a handy option for shallow waters, and makes it more feasible to land wherever the fancy takes you – perhaps with a family and a picnic basket. True to the boat’s thoroughly modern character, Fichtner worked closely with Torqeedo in designing the LA 28 to use one of the company’s 2.5kW electric drives. This is permanently mounted on a pod under the cockpit, but the throttle lives out of sight on a fold-down panel that pops out of one of the cave lockers. It’s a neat solution to the fact that the Torqeedo control is chunky and modern, and rather at odds with the otherworldly lines of the LA 28. Controlled growth The boat is resolutely designed to be simple to handle. “They sail easily and they’re very light. I can come into port by myself, and handle her myself,” Fichtner says. “With a bigger boat you always need a team – you are never alone.” That said, there is a bigger boat on the horizon. Taking its cues from the look and handling of the LA 28, a larger 35-footer has been designed and will shortly enter the build phase. At 10.8m long, she can still be trailered, thanks to an all-up towing weight of just less than 3.5 tonnes. “I want to invest in quality,” says Fichtner determinedly. “My dream would be to build just three boats per year.” There seems to be a preponderance of billionaires among the ownership ranks of LA Yachts, so perhaps three a year is more ambitious than it sounds. Specification LOA: 8.8m (28ft 11in) LWL: 8.0m (26ft 3in) Beam: 2.5m (8ft 2in) Draught: 1.7-1.9m (5ft 7in-6ft 3in) Keel raised: 0.8-1.0m (2ft 8in-3ft 3in) Displacement: 1.5 tonnes Ballast: 600kg (1,322lb) Engine: Torqeedo Cruise 2.0FP Price: €120,000 (ex. VAT) 38' Cold Molded Express Profile & arrangement. This 38-foot custom express cruiser launched in July 2010 was constructed at E. M. Crosby Boatworks in West Barnstable, Massachusetts. Her hull, of cold-molded Spanish cedar, was built by Brion Rieff Boat Builders of Brooklin, Maine. She was the winner of the WoodenBoat Show's 2011 Concours d’Élegance award for Best Professionally Built Power Boat. The arrangement of the yacht and her accommodations reflect her intended use as a day cruiser and weekender for a family of four. The forward v-berth accommodates the owners, their young children sleep in upper and lower berths opposite the head. The head is fitted with a stall shower, perhaps the one luxury in what is otherwise a very simple yacht. A small galley with Inox drawer refrigerator is located on the bridge deck. She is simply outfitted. There is no genset or bow thruster. Cooking will be done on a grille or portable camp stove on the beach. This design combines, in an unusual way, several familiar Hunt themes: the aluminum construction and workboat styling familiar from our work with pilot and patrol boats; the requirements of sportfishing, which we know from experience with both production and custom clients; and the engineering of jet propulsion, which we have done for decades in boats from 9' to 90'. And of course, under it all lies the Hunt deep-V, developed and refined over fifty years for performance and comfort. 30Year:1987Asking:$23,000 Featured Sailboat: Year:2011Asking:$6,200 Featured Sailboat: 44Year:2004Asking:$150,000 ... Escape was purchased new by a retired captain of 45 years. He enjoyed years of cruising and applied his professional knowledge to the upkeep and care of Escape. Now on her 3rd owner, Escape is ready to set sail! The Lagoon 39 is designed to be easy to sail and provide class-leading living space. The hull features vertical beveled bows, a beveled deck off the hull and a chine on each of the outboard aft hulls. The patented gull wing underbody makes for less deck slap and a movement of water away from the craft.…  39Year:2014Asking:$325,000 Standard Sailboat Ads:

14 Year: 2017 Asking: $479,000
47 Year: 2006 Asking: $129,000
38 Year: 1972 Asking: $27,000
38.3 Year: 1978 Asking: $45,000

Standard Sailboat Ads:

Year: Asking: $4,500
39.25 Year: 1990 Asking: $52,500
29.9 Year: 1977 Asking: $22,489
27 Year: 1975 Asking: $9,500
29.9 Year: 1982 Asking: $12,500
16'5 Year: 1996 Asking: $4,000
45 Year: 2000 Asking: $55,000
22 Year: 1986 Asking: $1,900
30 Year: 1982 Asking: $17,500
41 Year: 1999 Asking: $255,000

The Legendary Night Runner

Possibly no other yacht has achieved greater success in the realms of both cruising and racing than Night Runner. Designed by Robert H. Perry for Seattle sailor Doug Fryer, she is a well known “wolf in sheep’s clothing” in Pacific Northwest waters with a classic appearance above the waterline and modern lines below. It is said that she is Perry’s favorite design. Under Fryer, she won just about every notable race in the Pacific Northwest. She is a veteran of 38 Swiftsure International Yacht Races (three times first overall), a singlehanded Transpac, four Victoria to Maui races (including a first in class) and four Van-Isle 360 races (Division II winner in 2009). At the same time, she served her owner as a comfortable and capable cruising platform, extensively exploring Pacific Northwest waters north to Alaska and a dozen circumnavigations of Vancouver Island. As if that is not enough, Night Runner completed a 21,000 mile voyage around South America by way of Cape Horn and the Panama Canal for which Fryer received the Blue Water Medal from the Cruising Club of America in 1998. To say that Night Runner knows her way is an understatement.

Night Runner’s cold molded construction by Cecil Lange and Son of Port Townsend, Washington provides the beautiful interior and exterior aesthetics of a traditional wood boat in a strong and lightweight package that stands the test of time. Night Runner is truly an heirloom boat.

New teak decks – repowered diesel – Balmar alternator – extensive sail inventory – forced air heat – Raymarine electronics

Interior Accommodations

Night Runner’s interior is beautifully finished. In the typical cold molded style, the interior of her hull is bright finished and all her structure is visible, giving a wonderful aesthetic. An offset companionway allows for a roomy aft stateroom and salon layout that feels larger than her 42 feet. Her U-shaped seagoing galley is opposite a stand up nav station. Forward, the centerline drop leaf table is flanked to port and starboard by straight settees with pilot berths outboard. Large skylights provide great light into the salon space. There are gimbaled tables for food and drink that mount on both the salon table and above the engine compartment at the galley. Forward of the salon, a passageway leads to the head with separate shower stall and the fo’c’sle with ample storage in large lockers to starboard, a work bench with vise, and sail storage bins.

Force 10 propane three burner stove and oven

Xintex S2A propane solenoid control

Propane tank

Pressure water – plumbed but not currently in operation

Fresh and raw water foot pumps at galley sink

Top loading refrigerator/freezer (2013)

Jabsco toilet

Espar Airtronic forced air diesel heater

Electronics and Navigation

Raymarine radar/chartplotter with radar antenna on pole (2012)

Icom IC-M120 VHF radio

Kenwood TKM-707 SSB radio

Kenwood MAT100 antenna tuner

Raymarine X30 autopilot computer with linear drive Autohelm Speed and Depth displays and Raymarine ST70 Wind display at cockpit

Autohelm Multi display in salon

Danforth Constellation compass at binnacle

Garmin GPS72 handheld GPS

West Marine VHF 460 handheld VHF (floating and submersible)

Running lights, deck light, anchor light, and LED masthead tricolor

Sony AM/FM/Cassette stereo with two Sony speakers

Electrical Systems

12v DC and 120v AC electrical systems

Weems and Plath AC distribution panel

Marinetics DC distribution panel

DC voltmeter

Heart Link 2000 panel

Magnum inverter/charger with external control panel

(2) Interstate 6v batteries

Pow R Surge 908D battery

Interstate SRM 8DS battery

Mechanical Systems

Westerbeke “55D Four” diesel engine (151 hours)

Engine control panel with tachometer, oil pressure, voltmeter, temperature gauges

HBW 250 direct drive transmission

Packing gland shaft seal

1 ¼” stainless propeller shaft and folding propeller (new 2009)

Balmar 100 amp alternator with ARS 5 external regulator

Racor primary fuel filter

Manual bilge pump below deck

Whale Gusher 10 manual bilge pump at cockpit

Deck and Hull

Night Runner’s was constructed by Cecil M Lange and Son in Port Townsend, Washington. Her hull was built in the cold molded style with four layers of 1 ¼” red cedar set in epoxy with the outer layer of planking laid longitudinally. The hull is stiffened by a laminated cedar keel, laminated frames, and bulkheads bonded to the hull, and a stainless grid that bears the load of her mast and keel. Her ballast is lead fasten with stainless bolts. Her topsides are finished bright with black and white boot stripes. There is a rub rail along her hull sides. A short bulwark and double lifelines surround her deck. Then decks are plywood with teak overlay, replaced in 2014. A large foredeck space with vertical capstan windlass and samson post is well configured for handling ground tackle. The cockpit serves well for both racing and cruising. The mainsheet is sheeted from the end of the boom to a Harken traveler just forward of the large wheel. There is good cockpit seating aft with storage below and lockers below the aft deck.

Simpson Lawrence V2000 anchor windlass

Bruce anchor with chain and rode

Danforth anchor with chain and rode Fortress FX37 folding anchor

Samson post

Green canvas mainsail cover and binnacle cover

Sails and Rigging

Black anodized aluminum mast and boom

Solid rod standing rigging (2009)

Strong Track low friction mainsail track

Storm trysail track

Hydraulic backstay adjuster

Furlex 400s headsail furler (2009)

(2) spinnaker, (2) jib, staysail, (1) mainsail halyard, (1) spinnaker pole topping lift

Removable (adjustable) inner forestay and babystay

Dyneema running backstays

Spinnaker pole and reaching strut

Harken mainsheet traveler

Port and starboard boom preventers

(3) Barient 26 winches on mast

(1) Barient 22 winch on mast

(1) Barient 20 self tailing winch on cabin top

(1) Barinet 23 self tailing winch on cabin top

(1) Lewmar 50 self tailing winch on cabin top

Barient primary and secondary winches

Sail inventory:

Mainsail (tri-radial) – Dacron – Ullman Sails

Mainsail (tri-radial) – Dacron – Lidgard Sails

Mainsail (cross cut) – Dacron – Shattauer

#1 genoa – Carbon – Hodges

#2 genoa – Tape Drive – UK

#3 jib – laminate – Hodges

#4 jib – Dacron

#5 jib – Dacron

(2) .5 oz spinnakers

.65 oz spinnaker

.75 oz spinnaker

1.5 oz spinnaker

1.5 oz reacher spinnaker

2.2 oz spinnaker

Genoa staysail – Dacron

Spinnaker staysail – Dacron

Jib top – Dacron

Drifter (older) – Dacron

Code 0 windseeker

Storm trysail

Miscellaneous and Safety

Lifesling in custom canvas bag

McMurdo 406 EPIRB (battery expired May, 2018)

Avon roll up inflatable dinghy

Charcoal BBQ

Notable recent maintenance and upgrades

August, 2003

New Engine, Regulator and Exhaust – $21,774

North Harbor Diesel

January, 2009

Roller furler – $4,630

Rod Rigging – $5,819

New folding prop and shaft

Canoe Cove Marina – $4,136

Summer, 2012

Radar and chart plotter

January, 2013

New bowsprit, king post and cockpit hatch covers

David’s Custom Installations – $18,652

Refrigeration – New compressor, plates and water pump

Sea Freeze of America – $4,317

September, 2014

New main sail

Ullman Sails – $7,382

October, 2014

New teak deck

Townsend Bay Marine – $ 41,877

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Carolina 25

The Carolina 25 is a classic North Carolina sport fishing boat design in a trailer-able center console layout. This design features the famous Carolina flare, broken shear and tumblehome that is sure to turn heads.  This boat is built using the cold molded method and best suited for those with boat building or woodworking experience.

Looking for more photos? Want to connect with others who have built this boat?  Check out the Salt Boatworks boat builders group, HERE!

Boat Plans include prints detailing assembly of the boat and full size templates to trace and cut all jig parts.

Jig Kit includes prints detailing assembly of the boat, plywood jig parts CNC cut, and HIN assignment.

NOTE:  Jig components include stringers, transverse frames, bulkhead, transom, stem, bracket plus temporary structure.  We do not include all plywood like the FRS series because hull side and hull bottom are cut to fit during assembly using the cold mold method.

Jig Kits are shipped by motor freight or can be picked up from Morehead City, NC.   Shipping will vary by destination and you should contact us for a quote  BEFORE  placing an order if you plan to have the kit shipped.  Some ball park costs from past shipments are ~$600 for South Carolina and ~$800 for southern Florida and Texas.

Orders placed here can only ship within the USA at this time.  If you are outside of the USA, please send us a message on our contact page for a shipping quote.

Description

Additional information.

• Reviews (1)

Our Carolina 25 is a classic North Carolina sport fishing boat design in a trailerable center console layout. This design features the famous Carolina flare, broken shear, and tumblehome that is sure to turn heads.  The bottom shape is that of a traditional “Carolina” bottom with 18 degrees of dead rise aft and a sharp V at entry for a smooth and efficient ride with stability at rest.  There are no interior compromises either, a single level floor all the way forward and a large single fuel tank which allows a step down inside the console makes a spacious and easy to navigate interior. Powered by single or twin engines this boat will take your family to the sand bar or off shore to the fish!

This boat is built using cold molding and is recommended for those with boat building and/or wood working experience. Available as a pre-cut jig or full size patterns, both options include detailed assembly drawings, making it easy to build a boat of your own.

• 28’0″ LOA (including bracket)
• 25’2″ hull length
• 8’6″ beam (trailer-able width)
• 18 degrees dead rise aft
• 17″ hull draft @ 6000 lbs
• 140 gal fuel capacity (single tank)
• 350hp (30″ shaft) or twin 200hp (25″shaft)
• Cruise 30-35mph, single 350hp runs ~40mph and twin 200hp runs ~45mph
• Single level / flat deck full length of the hull
• Can be built as a center console or express with cabin

Material Estimates for Hull:

• Jig Kit: 9 sheets marine grade plywood 1/2”x4’x8′ (stringers, transverse frames, bulkhead)
• Jig Kit: 5 sheets marine grade plywood 3/4”x4’x8′ (transom, stem, bracket)
• Jig Kit: 5 sheets standard plywood 1/2”x4’x8′ (temporary structure)
• Strong back : Pine – 2 boards 2”x6”x16′, 2 boards 2”x6”x14′, 3 boards 2”x6”x10′, 5 boards – 2”x4”x8′, 6 boards – 2″x4″x10′
• Bottom : 12 sheets of marine grade plywood 3/8”x4’x8′
• Sides: 18-20 sheets of marine grade plywood 1/4”x4’x8′
• Floor & Gunnel: 8 sheets of marine grade plywood 1/2”x4’x8′
• Ceiling: (optional) 7 sheets of marine grade plywood 3/16”x4’x8′
• Keel: Fir – 6 boards 2”x4”x8′
• Stringers: Fir – 4 boards 2″x6″x16′ (board)
• Sheer: 200 linear feet of Juniper or Fir 3/4”x1” & 100 linear of Juniper or Fir at 1/2”x1”
• Rib Bands: 180 linear feet of Juniper or Fir 3/4”x1”
• Chine: 250 linear feet of Juniper or Fir 3/4”x3” OR 3/4” marine plywood cut in 3″x8′ strips
• Sheer Bumper: 140 linear feet of Fir or Sapelle 1/2”x1-1/2”
• Spray Rail: 50 linear feet of Fir or Sapelle 3/4”x1-1/2”
• Floor Supports: 200 linear feet of Juniper or Fir 1.5”x1.5”
• Resin: 30 gallons of marine grade epoxy resin (DO NOT USE POLY OR VINYL ESTER RESINS)
• Glass: 250 linear feet of 1708 bi-axial fiberglass 50” wide
• Filler: 5 lbs of fumed silica or similar for fillets

Questions about Boat Building?   Check out our FAQ

1 review for Carolina 25

Kyle – October 10, 2019

I am a couple months into this build and can say that the plans are very well thought out and precise. One of the major advantages of these plans is that you will have most of the flooring framework done as well when fully assembled. There is a LOT of cutting for this jig, but it is a 25′ boat with a bracket. You can save about 80 hours of cutting by ordering the pre-cuts. So far I remain impressed and excited to get her done.

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24′ Double-ended voyager CAROL

QUEEN BEE was built in Sydney, Australia.

FOR A VIDEO that shows the CAROL’s sailing qualities, click here:

CAROL is in many ways my favorite pocket cruiser— a scaled-down and flatter-deadrise version of my popular  FRANCES .  She evokes an adventurous spirit that prevailed in the happy times of the late ‘70s when I designed her. At 24 feet she’s as small as a prudent sailor would ever think of taking to sea. CAROL is the ultimate in making do with less. Her hull is stable and easily driven, and her rig is simple and powerful. She can sail close to her hull speed of six knots when conditions are favorable, making for good sailing in moderate conditions.  While no boat of this size can truthfully be termed comfortable in the open ocean, CAROL ‘s crew are at least free of great concern for her safety, or their own. With her small self draining cockpit well, raised deck, centerline hatches and strong self-righting tendency she is as seaworthy as the proverbial corked bottle. Her clear decks make it easy to handle her gear, and the recessed deck forward offers the crew security where it is needed most.

I designed CAROL in 1979 and something like twenty have been built so far all over the world. Thanks to her beautifully crafted building plans, anyone willing to work hard and with good carpentry skills can aspire to sailing over the horizon in something of high intrinsic value that they built themselves. With her very high quality of specified construction and perfected double-ender aesthetics she is a true legacy yacht, whose appeal will endure for generations. She’s neither easy nor cheap to build, though— fair warning.

HARRIET ROSE sails out of Chichester, UK.

JEANNETTE was built near Victoria, BC. Now she sails on Monterey Bay, CA.

The interior arrangement is intended for two persons. They may share the double berth forward in harbor, or the off-watch partner can choose the leeward quarter berth when at sea. There is just the minimum sitting headroom in this design― indeed this was the pivotal factor that determined the overall size of this minimalist yacht. The design provides a place for the cook to sit, and a toilet to avoid having to go on deck for this necessity. A sea hood fitted over the companionway provides a place to stand up for pulling on one’s pants, at least when the weather permits you to open the hatch.

CAROL as originally designed had no auxiliary power, a pair of oars being shown for getting her home in a calm or maneuvering through a quiet anchorage. Quite a few have been fitted with small diesels, though, an idea that can be life-saving in difficult conditions and a lot easier than rowing when the wind fails.

A CAROL hull under construction.

You laminate the cold- molded hull upside down. The deadwood is added once it is finished.

CAROL is narrow enough to trailer legally over the road in the USA, though at her weight she requires a lift or railway to haul and launch and a crane to step her mast. She was engineered to be built in WEST system cold-molded construction. She was designed in the hippie years, with many young people seeing the wonders of the world living in a tent. Quite a few more, who thought it fun, bought books on WEST system construction and saw the wonders of the sea living in a CAROL. You could too!

Note the varnished seatbacks, which make the cockpit very comfortable.

There’s lots of laminating to do.

Many variations have been built. JUNO LUCINA hails from the UK, and has been fitted with a small trunk cabin.

Bee fits very nicely into the cabin of her eponymously named yacht.

This design is featured in both of my recent books; MY YACHT DESIGNS and the Lessons they taught me, and THE BOATS I’VE LOVED— 20 Classic Sailboat Designs by Chuck Paine. Both are beautiful, full colored, first class books which give you lots more information on this design, and can be purchased on this website.

Study plans are available emailed to you in pdf format for US$ 25.00, Full printed plans including a full-size mylar hull lofting and right to build for US$ 3000.00

PDF Study Plans: $25

no shipping, sent via email

Further information may be obtained from:

CHUCKPAINE.COM LLC P. O. Box 114

Tenants Harbor, Maine 04860-0114 [email protected]

Perfomance.

World class..

A one-of-a-kind ocean-crossing sailboat is offered for sale.

Meet Breskell

The opportunity to own a 51-foot French custom cruising sailboat with a fully rebuilt Perkins motor and a solid wood interior featuring artist paintings is here. Mahogany Cold-Molded/Fiberglass (West System Epoxy).

Breskell Quick Facts

Built 1986 to naval architect’s designs. 40,000 nms.

Three ocean crossings and Northwest Passage Virginia to Washington State 2018-2019.

Rebuilt and Refit 2005-2009 and 2020-2023.

Like New condition.

Performance

Has averaged 10-12 knots over 24 hours.

Flush desk, pilothouse, with airplane wing design keel/daggerboard (10ft. max.)

Offers stability in all conditions.

Loves sailing at 35 knot winds, light displacement. 24,000 lbs.  120% jib, asym/sym spinnakers.

Main 45 square meters.  

WHAT WOULD YOU LIKE TO ASK US ABOUT THE BOAT?

For inquiries, please contact:

Olivier Huin

Email:  [email protected]

Phone: 360 301 9927

Thanks for submitting!

WEBSITE BY Alice Cervantes

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