vertue yacht review

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• Sailboat Guide

Vertue is a 25 ′ 3 ″ / 7.7 m monohull sailboat designed by Jack Laurent Giles and built by Cheoy Lee Shipyard, Stebbings & Sons, Bossoms Boatyard, and Jouët starting in 1947.

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)

Most VERTUES were built by different firms in England. Cheoy Lee built a few in the late 50’’s and early 60’’s. Some were built later in FG. The designed was changed significantly since the earliest boats of the 1950’s so dimensions listed here are only approximate. It is thought that approximately 100 have been built to this design.

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The Vertue 25 Sailboat Specs & Key Performance Indicators

The Vertue 25, a heavy-displacement long-keeled sloop, was designed by Jack Laurent Giles and built in the UK by E.F.Elkins Ltd.

Published Specification for the Vertue 25

Underwater Profile:  Long keel with transom-hung rudder

Hull Material: V arious *

Length Overall:  25'3"  ( 7.7m)

Waterline Length:  21'6"  ( 6.6m)

Beam:  7'2"  ( 2.2m)

Draft:  4'6"  ( 1.4m)

Rig Type:  Masthead sloop

Displacement:  11,000lb (4,990kg)

Designer:  Jack Laurent Giles

Builder:  E F Elkins Ltd (UK)

Year First Built:  1947

Number Built: 270

*  230 in wood, wood/epoxy or steel, plus 40 in GRP.

Published Design Ratios for the Vertue 25

1. Sail Area/Displacement Ratio: 9.7

2. Ballast/Displacement Ratio: 40.9

3. Displacement/Length Ratio: 494

4. Comfort Ratio: 54.6

5. Capsize Screening Formula:   1.3

Read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the  Vertue 25

1. A Sail Area/Displacement Ratio of just 9.7 suggests that the Vertue 25 will need a stiff breeze to get her going. In light conditions, unless you've got plenty of time on your hands, motor-sailing may be the way to go.

2. A Ballast/Displacement Ratio of 40.9 means that the Vertue 25 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 494, tells us the Vertue 25 is firmly in the ultra-heavy displacement category. Load her up as much as you like and her performance will be hardly affected, not that it was ever startling. Few if any sailboats are built to this displacement category these days - but they remain popular with some long-distance sailors.

4. Ted Brewer's Comfort Ratio of 54.6 suggests that crew comfort of a Vertue 25 in a seaway is similar to what you would associate with the motion of an extremely heavy bluewater boat - and that's as comfortable as life ever gets on a sailing boat!

5. The Capsize Screening Formula (CSF) of 1.3 indicates that a Vertue 25 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Cruisers' Questions about this Sailboat...

What is the history of Vertue 25 sailboat?

The history of the Vertue 25 sailboat is quite fascinating. It dates back to 1936, when the first boat of this design, named ANDRILLOT, was launched by Jack Laurent Giles for Humphrey Barton. The design was not named Vertue until after the war, when another boat of this design, named EPENETA, won the Little Ship Club's Vertue Cup in 1939 for a passage across the Bay of Biscay. The Vertue Cup is given for the best log of a cruise longer than a week by a member of the club.

The Vertue 25 sailboat gained an enviable reputation as a long-distance cruiser, with several remarkable voyages completed by boats of this class and close derivatives, such as Vertue XXXV, which sailed from England to New York in 1950. The design has also been praised by famous sailors such as Eric and Susan Hiscock.

There have been minor variants of the design, most notably in the shape of the coach-roof and the hull material. The original design had a length overall of 25'3" (7.7m), a beam of 7'2" (2.2m) and a draft of 4'6" (1.4m). The extended cruising version of the design was known as the Vertue Ocean and incorporated modifications suggested by Barton. The Vertue II design is slightly larger at 25'8" (7.8m) overall with a 7'10" (2.4m) beam and has been produced in GRP since the 1970s by Bossoms Boatyard in Oxford.

What are some famous voyages completed by Vertue 25 sailboats?

Some of the famous voyages completed by Vertue 25 sailboats are:

• In 1950, Humphrey Barton sailed from England to New York in Vertue XXXV, a 25'3" wooden sloop, in 40 days. This was the first transatlantic crossing by a small yacht and inspired many other sailors to follow his example.
• In 1952, Eric and Susan Hiscock sailed around the world in Wanderer III, a 30' wooden sloop based on the Vertue design. They covered 30,000 miles in three years and wrote several books about their adventure.
• In 1966, David Lewis sailed from England to New Zealand in Rehu Moana, a 25'8" GRP sloop of the Vertue II design. He then continued to sail around the Pacific islands and Antarctica for several years.
• In 1979, John Guzzwell sailed around the world in Trekka, a 20'9" wooden sloop derived from the Vertue design. He covered 28,000 miles in four years and became the youngest person to circumnavigate the globe single-handed at the time.
• In 1990, ELLENOR JOSEPHINE, a 25'8" GRP sloop of the Vertue Ocean design, was launched by IBTC Lowestoft for Ian Wright, who wanted to sail long distances. She has since been sold to different owners and has cruised around the UK and Europe.

What are some modifications that have been made to the Vertue 25 sailboat over time?

Some of the modifications that have been made to the Vertue 25 sailboat over time are:

• After winning the Vertue Cup in 1939, Laurent Giles named the class the Vertue and made minor modifications to the hull and coachroof design. These Vertues became the classic small boat of choice for the single-handed long distance sailor.
• The extended cruising version of the design was known as the Vertue Ocean and incorporated modifications suggested by Humphrey Barton, such as additional freeboard, a slightly different sheer, a longer bowsprit, a larger cockpit and a self-draining well.
• The Vertue II design is slightly larger at 25'8" (7.8m) overall with a 7'10" (2.4m) beam and has been produced in GRP since the 1970s by Bossoms Boatyard in Oxford. It also has a different coachroof shape, a longer waterline length, a shorter boom and a higher aspect ratio rig.
• Some individual owners have also made their own modifications to their Vertues, such as changing the engine, adding or removing equipment, altering the interior layout, or repainting the hull.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

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50th Anniversary Collectors Issue - September/October Issue No. 300 Preview Now

July / August 2020

The vertues.

One of the finest Vertues afloat, RAUMATI was built in 1962 by E.F. Elkins Boat Yard in Christchurch, England, the most prolific builder of the type. Her bottom is planked with teak and her topsides of mahogany, over a backbone and framing of English oak, and she has a lead keel, bronze floors, and all-teak deck structures. She represents the final flourish of English classic construction before the first Cheoy Lee–built boats were imported from Hong Kong into the U.K. the following year. She is now owned by Gerry Williams and is based in Cornwall, England.

Most cruising sailors have heard of Vertue yachts. Though small in size—only about 25 ' LOA—they have an outsized reputation as the  most successful design to come from English yacht designer Jack Laurent Giles during his long career. More than 200 of the boats have been built, and many of the exploits that their owners undertook have become legendary among ocean-cruising sailors.

Giles, who was born in Yorkshire, England, in 1901, was brought up on the country’s North Sea coast in Scarborough, a town best known for its School of Art where for 35 years yacht designer Albert Strange was the kindly and enthusiastic headmaster. Strange is best remembered for his beautifully proportioned canoe-sterned gaff yawls, such as SHEILA II (see WB No. 64). Giles was quoted as having “first got the idea of designing yachts at school,” in Scarborough, where he probably knew Strange. Giles went on to study engineering at Oxford University and then naval architecture at Durham University, which, being only 75 miles from Scarborough, was closer to home. He must have pored over yachting journals to study designs, and the influences of Strange and other designers of his day more than likely informed his thinking.

fter completing his education, Giles first worked as an engineer with Vickers-Armstrongs, a manufacturing conglomerate with a shipbuilding division on the River Tyne. He didn’t stay long; instead, in 1925, at age 24, he moved to Southampton on the south coast of England to follow his dream of designing yachts. There, he started working under the wing of Charles E. Nicholson, the middle son of one of the founders of the Camper & Nicholsons yard.

With his engineering background, Giles must have been fascinated by the yachts designed and built there after World War I. Among the Camper & Nicholsons projects of that era was the conversion of NYRIA, a cutter with a composite hull of steel framing and teak planking, 117 ' LOA, which in 1921 was reconfigured as the first really large European yacht to be given a Bermudan rig.

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Laurent Giles Vertue II

• Designer: Giles, Laurent
• Location: Sweden
• Length on deck: 25'8"
• Beam: 7'10"
• Draft: 4'5"

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Full specification

Wooden Ships Comments on this Laurent Giles Vertue II

Based on the famous Vertue design by Laurent Giles, this is the very first example of what was known as the Vertue II, the same lines but built using GRP, completed in 1979 and built to Lloyds 100A1 classification.  Shortly after completion, the boat was exhibited at the London Boat Show in 1979.  This is the first and and possibly the best GRP Vertue II, a superb and immensely capable short handed blue water cruising boat.

The most notable feature of this boat compared to other examples of the Vertue II is her interior.  Because she was due to be exhibited at the boat show, the yard put a lot of time and effort into building her interior using solid teak giving her a cozy and comfortable feeling comparable to some of her earlier wooden sister ships.  Later boats were not fitted out to this high standard due to the extortionate cost.

Sold into Swedish ownership in 2010 where she has been based ever since, cruising the archipelagos and coasts of the Baltic.  Last year she was sold, bought by an Australian for an intended long distance cruise and she had considerable investment with new gear and equipment in readiness for that trip.  Unfortunately plans have changed, the trip cancelled and the boat must be sold once again.

The boat had been totally prepared for this voyage and is a fully equipped, turn key blue water cruising boat in ready to go condition.  Recent updates include:

2021 survey

New Liferaft

New roller furling headsail system

New batteries

New EPIRB and PLB

She has been well maintained and continually upgraded over the years.  She is well set up for single handed sailing, easily handled by one person and capable of offshore cruising in rough weather if required, the Vertue has often been referred to as the ‘greatest offshore cruiser’.

Length on Deck                 25’8″

Length Waterline             21’6″

Beam                                    7’10”

Draft                                      4’5″

Displacement                    4,100kg/9000lbs

Ballast                                   2000kg/4400lbs

Construction

GRP moulded hull, heavily laid and built to Lloyds 100A1.

2 ton external iron ballast keel.

GRP moulded decks and coachroof finished in blue non slip coating.  Scrubbed teak hand rails on the coachroof deck.

Lewmar hatch forward of the mast

Moulded self draining cockpit with a scrubbed teak capping rail and Treadmaster non slip mat on the thwarts.  Sprayhood with a zipped back to shelter the cockpit.

Tiller steering with a transom hung wooden rudder, rebuilt in 2016.  Stainless steel pintles and gudgeons.  Aries wind vane steering fitted.

Masthead bermudan sloop rig on a deck stepped alloy mast.  Mast steps fitted.

New Selden single line slab reefing boom in 2016.  Stack pack system fitted on lazy jacks.

The mast and rigging is over spec for a boat of her size making everything very strong.

Twin lower shrouds and a single cap shroud to internal stainless steel chain plates.

ProFurl C290 roller furling genoa system, new in 2022.  Split standing backstay.  Inner forestay for storm jib.

Fully battened mainsail with lazy jacks and stack pack system.  Genoa by Hood in good condition.  Second genoa, storm jib, working jib and spinnaker.

Lewmar 16 primary cockpit sheet winches and a pair of Lewmar non-self tailing secondary sheet winches.

Lewmar 16 self tailing winch on coachroof for running rigging which is led through jamming clutches.

Yanmar 2GM20 16hp twin cylinder diesel.  Complete and thorough service in 2022.  Full set of spares and tools aboard.

Stainless steel shaft with an Aqua-Drive coupling to a centreline fixed 3 blade bronze propeller.  5 knots cruising speed.

17 gallons of diesel in an incorporated tank under the engine built into the keel.

20 gallons of water in a plastic tank under the saloon sole.

2 x AGM domestic batteries and 1 x engine start battery, all new in 2022.

Small inverter for 240 volt, new in 2022.

Accommodation

3 berths plus an extra berth in the fore peak currently used for storage.  6’2″ headroom throughout the saloon.

The interior of this very first example of the Vertue II was finished in solid teak panelling all done to a very high standard and gives her a cosy comfortable feel in the cabin similar to that of her earlier wooden counterparts.

Steps down from the cockpit with a quarter berth to starboard and galley to port.

Galley has an Origo twin burner meths stove on gimbals.  Stainless sink with manually pumped fresh and salt water.  Various lockers, cubby holes and storage shelves around the galley give plenty of stowage space.

Half height bulkheads with the recognisable curved top found in Vertues separate off the main saloon.  Settee berth either side with trotter box forward.  Lockers behind under the deck head and storage beneath the seats as well.

Teak shelf and storage lockers at the forward end of the saloon either side, each with a brass oil lamp on gimbals.

Custom made stainless steel solid fuel cabin heater mounts on the bulkhead.

Centreline door into the forepeak with a heads to starboard and the 4th berth/storage are to starboard.

Heads is a Blakes manual sea toilet which discharges directly overboard.

Aries Lift up wind vane self steering

Autohelm ST 4000 tiller pilot with fixed mounted display/control unit in cockpit.

Yeoman Navigator Pro

AIS EM-track B400 class B (AIS sender and receiver) with its own chart display

3 anchors plus chain.

Simpson Lawrence anchor windlass type S-L Hyspeed Double Action Lever Windlass.

Lazizas Coastal valise life raft, new 2022

EPIRB, new 2022

Personal locator Beacon, new 2022

Life jacket, new 2022

2 x life line terthers

Fire blanket in the galley

Spare tiller

Manual bilge pump

Auto electric bilge pump

Radar reflector

Bunk and berth cushions

Full galley equipment

Paraffin cabin lamps

2 burner Origo spirit stove

Bimini sun awning

Custom made stainless steel solid fuel stove cabin heater.

Sprayhood with zipped on back

Engine spares

Mainsail, fully battened

Working jib

Mainsail stack pack system with lazy jacks

2 x Lewmar self tailing cockpit sheet winches

2 x non-self tailing cockpit sheet winches

Disclaimer:

These particulars have been prepared in good faith from information provided by the Vendors and are intended as a guide, Wooden Ships cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. The Purchaser should instruct his agent or surveyor to validate all details as necessary and satisfy himself with the condition of the vessel and its equipment.

Wooden Ships classic yachts brokers have an extensive database of boats for sale. With a wide range of sailboats , classic yachts , motor yachts and small classic boats , Wooden Ships has one of the largest selections of traditional wooden boats and yachts for sale in the UK.

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• Digital edition

Classic cruiser boats: Why GRP models are now being welcomed into the fold

• Peter Poland
• January 11, 2023

Peter Poland considers the reasons why ‘plastic fantastics’ are now being welcomed into the fleets of traditional classic yachts…

Sprawled, glass in hand, in the cockpit of my friend James Stock’s beautiful Stephen Jones-designed Mystery 35, I pondered on the eclectic fleet of elegant flag-bedecked classic cruiser boats that surrounded us in Paimpol Harbour on the North Brittany coast.

These ranged from elderly wooden yachts to early GRP classics such as Swans, Nicholson 43s, 36s and 32s, Twisters, Contessas, Nordic Folkboats et al.

Originally known as the Classic Regatta Anglo-Breton (CRAB to its friends), I was lucky enough to be participating in the renamed Classic Channel Regatta 2022 race round the Île de Bréhat.

I’d crewed on James’s previous classic – a Twister 28 – in the 2013 and 2015 editions of the race. But purists might ask what any GRP yacht was doing in a fleet of classic cruiser boats. Surely they should all be wood?

Why were several ‘plastic fantastics’, albeit beautiful, seaworthy and speedy examples, gatecrashing such a gathering?

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Our Mystery 35, although a recent design, was deemed to be a ‘modern classic’ – along with the Spirit range – by the organisers of the event.

What makes a classic cruiser boat?

Times are changing. While the British Classic Yacht Club (BCYC) restricts membership to owners of wood or steel yachts above 30ft and designed before 1970, Classic Channel Regatta chairman Bruce Thorogood told me that its doors were open to two groups of classics of wood, steel, aluminium or GRP.

These comprise designs from before the end of 1968, and later yachts designed before the end of 1974.

He said: “ Boats built as one-offs or in limited series are considered classic unless there’s a reason to exclude them. For GRP production boats, the design needs to be approved by the organisers. Many GRP yachts were still traditional looking, being derivatives of designs that could have been built in wood.”

Bruce added: “To my mind it’s absurd to reject all GRP boats when it has been the major boatbuilding material for over half a century and many very fine designs have been built in GRP. I think hull material is irrelevant; it is all about style and quality.”

A large modern Spirit beside an S&S 30 designed 50 years ago. Photo: Peter Poland

When it comes to size, the Classic Channel Regatta organisers accept a minimum length of 7.5m for cross-Channel events and 5.4m for inshore regattas – so boats like Vertues, Folkboats, Stellas, Twisters and Contessa 26s can join the fun.

Like many old age pensioners, I started sailing and racing in wooden yachts. These were the norm in the post war years up to the late 1960s; and would now all be termed as classics.

First up came a beautiful Robert Clark designed 60-footer called Lara ; my grandfather’s pride and joy. Then I graduated to prancing precariously on the narrow and unfenced foredeck of a Solent Sunbeam, closely followed by an International One Design (IOD).

A bit later, I turned to cruiser-racing on a South Coast One Design (SCOD) then my father’s Sandy Balfour-designed and Berthon-built 36-footer Matchless .

Shortly after, I horrified my parents by setting off, aged 22, to sail across the Atlantic in a 25ft Buchanan-designed Wind Elf Mk2. Despite our ineptitude with a plastic sextant , my friend and I made it to Barbados in one piece and discovered the joys of Mount Gay rum.

Those were halcyon days and I was fortunate to have sailed such a wide variety of splendid wooden yachts. But when I came back down to UK earth and took up boatbuilding, I plunged headlong into the GRP age.

Everything was changing and fleets of new production boats were flooding the market; many of which are now old enough to be found at Classic Channel Regattas.

Pen Duick V leads a gaggle of classic cruiser boats. Photo: Peter Poland

Why buy a classic cruiser boat?

So why should today’s sailors with a yen to sail a classic consider a GRP yacht rather than a wooden one? And why should they buy a GRP classic rather than a far beamier, more modern design? If you are considering which model might appeal, you can do a lot worse than look at its displacement/length ratio.

This is a reliable indication of a yacht’s character as designer Ted Brewer succinctly explained: “The D/L ratio [DLR] is a non-dimensional figure derived from the displacement in tons [measured in lb] divided by .01 LWL [in feet] cubed, or, D/(.01 LWL)3. It allows us to compare the displacement of boats of widely different LWLs.”

As DLR examples Brewer puts a light cruiser/racer at 150-200; light cruising auxiliary 200-250; average cruising auxiliary 250-300; heavy cruising auxiliary 300-350; very heavy cruising auxiliary 350-400.” A Nordic Folkboat pitches in with a DLR of 249.

The most obvious reason for choosing a classic is its special charm and handling. It looks and sails very differently to a modern lightweight cruiser. And a GRP classic is likely to cost far less to restore (if this is indeed necessary) and maintain than a wooden one.

Its engine, rig and electrics might need replacing at some stage; so seek out a re-engined example. Then its topsides may need cutting back and polishing or painting.

Swan 55 Lulotte ’s crew don Ukrainian colours for the fancy dress sail-past. Photo: Peter Poland

But these expenses tend to be one-offs compared to the annual rituals on a wooden yacht. An onset of osmotic blisters is normally less onerous than the cost of a yard’s labour replacing planking, frames, ribs, and deck beams should a wooden hull become structurally unsound or rotten.

Of course purists who have the wherewithal or who are skilled DIY chippies won’t be put off by this cost. But many more will. An owner of a GRP Twister once told me “Beware the danger of being ruled by your emotions and optimism. A classic in sound condition is a beautiful thing. A ‘dog’ will cost you a shed load of money.

Know your market. Does the cost of the work and equipment needed make sense when added to the purchase price? Doing it yourself – if you have the skills and can spare the time – gives you huge leeway. Paying a boatyard may ruin you!”

A graceful Holman-designed Centurion 32 glides into Paimpol. Photo:

James Stock, my Twister skipper at CRAB 2013 and 2015, summed up the dilemma well, saying: “I favour GRP for a classic yacht – but with lots of wood embellishment – on the grounds of managing maintenance and cost.

“But thankfully there are still those with deep pockets sailing classics constructed in wood who are the custodians of these fine boats.”

He admitted to enjoying the comments of passers-by who paused to admire his Twister’s sheerline, elegant proportions and varnished bright work, saying: “It makes the hard work with a varnish brush worthwhile.”

Now his Mystery 35 receives even more admiring looks. He even gets requests for trial sails from people interested in buying their own ‘modern classic’ Mystery 35.

The Mystery 35, designed by Stephen Jones and built by Cornish Crabbers, has the looks and appeal of a ‘classic’. Photo: Michael Austen/Alamy

Which classic cruiser boat to choose?

So if you fancy joining the fray in a GRP classic, where should you start? The likely candidates cover two types of yacht: the long-keel developments of earlier cruisers and of the bionic Nordic Folkboat; then the later and sportier fin and skeg yachts, such as early Swans, S&S She 31 and 36, Centurion, Contessa 32, Albin Ballad, Norlin 34 and 37, Scampi etc that came to the fore in the late 1960s and early 70s.

The most influential design that spawned countless GRP long-keelers is the Folkboat. In the early 1940s, the Swedes launched an international competition, challenging designers to come up with a new sailboat class.

The brief was to design a cheap, fast, attractive and seaworthy racer that could also double up as a capable family cruiser.

Of around 60 submissions, no single design was considered ‘right’ enough to be an outright winner. So the organisers asked designer Tord Sunden to combine the best aspects of the final favourites into one yacht. Which became the Folkboat.

Originally the design featured a counter stern. But this would cost more to build, so Sunden removed it; replacing it with a jaunty transom.

Bow and stern overhangs balanced sweetly and a keel ‘cutaway’ forward reduced wetted surface while a rounded underbody and slackish bilge produced a hull that stiffened up dramatically in a breeze.

The 1963 Charm of Rhu hailed from the Fife Yard, Fairlie. Photo: Peter Poland

A 50% ballast ratio, DLR of 249 and lovely lines helped the Folkboat sail and handle beautifully under full sail while many modern cruisers are reefing to retain control.

Initially Nordic Folkboats were built of wood with clinker planking. Then in 1977, the class allowed GRP as an alternative construction. Around 1,000 of these have been built (and are still in production).

However even its greatest fans will concede that this delightful and potent little package leaves much to be desired when it comes to comfortable accommodation.

Modified versions such as Jester and Eira completed the first ever OSTAR and many others have crossed oceans; but the standard Folkboat is hardly a palace… even by 25-footer standards.

So in 1966, Sunden came up with a solution, designing one of the most successful Folkboat developments; a beautiful boat that will grace any classic yacht gathering. The International Folkboat (IF Boat for short) is longer overall (7.87m) and on the waterline (6.04m) and heavier (2,150kg) compared to the Nordic Folkboat.

It also has a higher ballast ratio and a higher Sail area/Displacement ratio to boost performance. Add a self-draining cockpit and an outboard well or small inboard engine and you have a far more versatile yacht. Proving the IF Boat’s appeal, over 3,000 were produced.

Down below, the IF Boat offers far more usable space than its Nordic ancestor. A forepeak with two 6ft-plus berths, longer settee berths in the saloon, a small heads, a rudimentary galley and improved stowage space all add up to a feasible family cruiser; even if headroom is only 4ft 8in.

‘The Folkboat was an influential design that spawned countless GRP long-keelers’

And its performance, seaworthiness and easy handling make the IF Boat as accomplished on a race course as it is on lengthy cruises. One owner summed up its appeal, telling me: “I have owned my boat for 17 years. I was invited to crew on one and allowed to helm; and from that moment I was smitten.

“She sails easily in very light winds and doesn’t really need to reef until Force 6. The helm is beautifully balanced throughout… I’ve yet to meet a sailor who didn’t appreciate sailing one.

“However, all boats are a compromise. The IF Boat has low freeboard and a long keel, which means she makes virtually no leeway even in strong winds.

“The trade-off is that she is a wet boat in a swell and does not have standing headroom below decks. However I am 6ft 2in tall and am quite comfortable in her, with a choice of three bunks that I fit.”

Much the same applies to van de Stadt’s Folkboat derivation; his GRP Invicta 26. Introduced in 1964, this sweet-hulled long-keeler probably influenced the Contessa 26 that hit the scene two years later.

The late, great Jeremy Rogers admitted to me that he liked the keyhole companionway detail. However he didn’t replicate the Invicta’s split level roof, so the Contessa 26 missed out on a bit of extra headroom. Van de Stadt also flattened off the Folkboat’s keel base so the Invicta dries out on the level.

Down below, the accommodation works well. Instead of shoehorning two berths into a small forepeak, van de Stadt designed saloon settee berths that extend into trotter boxes. As a result, the forepeak is given over to a WC and stowage.

Two quarterberths aft make for comfortable sleeping while the galley and chart table areas amidships are practical and easy to use at sea. Given the modest volume inside any Folkboat derivative, this layout has much to recommend it. And, dare I say it, I prefer it to the Contessa’s.

There were two versions of the Invicta; the Mk1 and Mk2. The latter has a slightly raised deck line which increases interior space. It also has a little less sail area than the Mk1, which was aimed more at the keen racer.

Either way, the Invicta is a lovely little yacht and would grace any classic gathering. What’s more it sails straight and fast. A little gem.

The Contessa 26, launched in 1966, was the first GRP cruiser-racer built by Jeremy Rogers and – like its Contessa 32 sister – is an active One Design class and successful club racer to this day. Photo: Tim Jones/Alamy

Contessa 26

Meanwhile Lymington-based Jeremy Rogers was hatching a plot to make his own long keel GRP cruiser-racer. He was already building successful cold-moulded wooden Folkboats and – together with the owner of one of these – he decided to take the GRP route and produce a modernised variation.

Rogers told me he butchered one of his cold-moulded Folkboat hulls to make the plug, cutting out the transom, inserting wedges into the open hull and pushing the sides outwards. It creaked and got wider until it looked right. He then levelled and lifted the sheer, allowing for the addition of small moulded bulwarks.

This raised the freeboard and increased the overall length. He and David Sadler then tidied things up, adding a low profile and attractive roof (with a keyhole companionway) and straightening the keel base. So in 1966 the mighty Contessa 26 was born.

The first of the class, Contessa of Lymington , cost her owner £2,416 and 10 shillings. David Sadler took No5 while Vernon Sainsbury (the business angel who funded the project) bought No6.

The Contessa was an instant hit and orders flooded in. The final total of boats built exceeds 750, including the Taylor-built versions in Canada. Then as now, the Contessa 26 has wide appeal. Some win races such as the Round the Island while others voyage across oceans.

Given her globe-girdling reputation, it was a shame that when I tested a Contessa 26 I had to make do with a wet, windy and cold winter’s day on the Solent rather than sliding into a palm-fringed bay in the Caribbean.

But she didn’t disappoint. She was a delight to sail. She’s pretty, seaworthy (with a DLR of 301 and ballast ratio of 42.6%) and offers easy handling, speed aplenty, stability and adequate accommodation.

True, the space and headroom down below are less than on similar length long-keeled yachts that I have sailed, such as the SCOD, Nicholson 26 and Wind Elf (that carted me across the pond); but everything is there and works.

Fans of classic cruiser boats may dream of a gleaming wooden hull, but prefer the convenience and relative economy of GRP.

The Elizabethan 29, built by Peter Webster, has a graceful counter. Photo: SailingScenes.com

Elizabethan 29

British designer Kim Holman also joined the early charge into GRP long-keeled cruisers. His Elizabethan 29 (DLR 406, ballast ratio 43%) and Twister 28 (DLR 447, ballast ratio 46%) designs both ruled the roost in Junior Offshore Group (JOG) cross Channel races in the 1960s and now join the fun in today’s classic events that allow GRP yachts to rub shoulders with the wooden fraternity. And when it comes to sweet lines and elegant profiles, neither lowers the tone.

The Elizabethan 29 went afloat in 1960. Unlike many Folkboat-style long-keelers of the day, Holman ignored the functional transom stern. Instead he gave her a graceful counter (hence the extra 3ft of length) and this balances perfectly with her bow overhang.

He also gave her a split-level roof, which increases headroom at the aft end of the saloon. Thanks to these traditional traits, she has the looks of a classic; albeit a GRP one. Down below there’s enough space for an enclosed heads amidships with settee berths in the saloon and twin berths in the forepeak.

The galley and chart table are aft at the foot of the companionway. All in all, it is a practical layout and comfortable at sea. I spent many happy days (and nights) as a junior crew member thrashing a Liz 29 around the Channel on JOG races in the 1960s.

As in many early GRP boats, her interior finish is functional rather than fancy. But everything works. And her sailing qualities are, as you would expect, exceptional.

Twister 28 Crionna goose-wings her way past some Breton rocks. Photo: Peter Poland

Holman’s Twister 28 is equally desirable as a GRP classic yacht. When I was crewing on the Liz back in the 60s, the Twister was our bête noire. We could usually outsail them on a reach or a run; but when it came to a beat – especially in heavy weather – it was a different story.

The Twister’s extra waterline length, beam, draught and weight gave her power that we could not match. Our counter stern may have been prettier, but we got fed up with watching her less refined transom.

Holman designed and built the first wooden Twister for himself in 1964. She was nigh on unbeatable. Then Tylers built GRP hulls and various yards finished these off, adding a wooden deck, superstructure and interior.

Finally, in 1970, Tylers developed an all-GRP version that sold in large numbers. The Twister I sailed on regularly was one of these – beautifully finished by Universal Shipyard on the Hamble.

‘It’s hard to quantify the joy of steering the Twister 28’

Her owner James Stock told me: “If you want a Twister, buy an all wood or all GRP example. The wood deck on GRP hull versions can involve a lot of maintenance work.”

It’s hard to quantify the joy of steering this boat. The helm is relatively firm but you don’t need to do a lot with it. A Twister knows where to go and sailing upwind is a finger and thumb job. It naturally follows the wind and if you wrench the helm too much, you just put on the brakes. It’s close-winded and very quick.

The accommodation is equally pleasing. There’s nothing unusual about the layout (which offers standing headroom). There’s a twin berth forepeak, amidships heads and hanging locker, saloon settee berths with trotter boxes, spacious navigation area (standing room only) and galley aft.

The overall ambience is snug and comfortable; mainly because the bilge is deep so you step down into the interior. All in all, it is a pleasant place to be, especially if you are in a well finished example with plenty of woodwork.

Combine the Twister’s comfort with its easy but fast sailing qualities and lovely looks and you have the near perfect small GRP classic yacht. About the only drawback is the price. These yachts are much in demand.

If a similar sized but less pricey GRP long-keeler appeals, the Alan-Hill-designed Cutlass 27 is worth a look. Launched in 1967, it sold in good numbers and has achieved favourable boat test reviews; although it never acquired the Twister’s star status.

The accommodation is conventional for its era, although finish varies because several were home-completed by DIY builders. So check carefully. But if you find a nice one, it will give you classic long keel sailing and a steady motion at sea on a modest budget.

The 60ft Laurent Giles-designed Lutine of Helford , built by Camper & Nicholsons in 1952, looks as good as ever. Photo: Peter Poland

Laurent Giles Vertue

Perhaps the most iconic long keel classic cruiser of this size is the Vertue. Indeed, when I was planning my 1968 Transatlantic jaunt, this little beauty was at the top of my list. I had read epic tales of ocean crossing adventures in books such as Humphrey Barton’s Vertue XXXV .

But there was one problem. Second-hand Vertues cost a lot in those days. However if you now like the idea of joining the classic circuit in one of these tough little Giles-designed masterpieces, you don’t have to buy a wooden one.

Several of the GRP Vertue 2 class were built by Bossoms Boatyard. An extra plank had already been added to earlier wooden models’ topsides to provide more room down below and there were a few small changes to facilitate GRP construction.

But it is quintessentially a Vertue, sharing its legendary sea-keeping qualities. It would not look amiss in a classic fleet.

A Nicholson 32 takes Breton waves in its stride. Photo: Peter Poland

Nicholson 26

After Camper & Nicholson entered the word of GRP production yachts in the early 60s with the successful Nicholson 36 and 32, they decided a smaller sister would complement the range.

The Nicholson 26 (introduced in 1968) is in many ways very similar to the Nicholson-designed SCOD. At 26ft 7in it’s around 8in longer; yet its more rakish bow overhang means its LWL is a foot shorter.

It draws 3in less and is 3in narrower than the SCOD yet, at around 10,000lb, weighs about 800lb more. But despite its weight, the Nicholson 26 is a fine performer.

Its cut-away forefoot helps reduce wetted area, yet its deep and heavily ballasted keel gives stability galore. And its deep transom-hung rudder provides plenty of bite.

I spent a couple of enjoyable seasons racing on a Nicholson 26 on the JOG circuit and we were often among the leaders.

True, the fancy fin keelers had not really appeared on the scene yet, but there was still plenty of keen competition, both English and French. She was fast to windward and no slouch downwind under a large masthead spinnaker.

The 26 not only had a comfortable motion; it also offered living comfort down below. Like its ancestor the SCOD, the Nicholson 26 has a raised doghouse section to the coachroof.

This, combined with a deep bilge, means the headroom is good. There’s also space to put the weight of the water tank amidships, beneath the cabin sole, contributing to stability and a pleasing motion.

The Nicholson 36 is an enjoyable ‘classic’ for cruising or racing. Photo: Peter Poland

The layout is conventional and, in true Nicholson fashion, nicely finished. A galley (to port) and chart table are at the bottom of the companionway steps, the saloon offers two good settee berths and plenty of locker space, and the twin berth forepeak lives ahead of an amidships heads area.

All in all this practical and pleasing layout, combined with Folkboat-style weatherliness and performance, make the Nicholson 26 a delightful all-rounder – provided, that is, you can live without today’s aft double cabin and heads/shower compartment. Over 60 were built, so it’s worth checking one out.

With his popular Hurley 22 design already selling in large numbers, Ian Anderson was asked by West Country-based Normand Boatyard to re-work his earlier wood-built Sirius design for GRP construction.

This became the Bowman 26. Several boats were built by the Normand Boatyard before the rights were sold to Emsworth Marine Sales who commissioned the Emsworth Shipyard to handle the manufacturing.

The Bowman 26 is yet another example of how elegant the transom-sterned and long keeled Folkboat style can look. And – being the true artist that he was – Anderson gave his design an attractive doghouse-style coachroof.

Sparkman & Stephens-designed Cervantes lV won the 1971 Fastnet and more recent ‘classic’ races. Photo: Peter Poland

This, combined with a lovely sheer and deep bilge, enables the Bowman 26 to look attractive yet still fit good headroom and comfortable accommodation into just 26ft.

Her dimensions of 26ft LOA, 19ft 10in LWL, 8ft beam and 4in draught are typical of the type. Her all-up weight of 5,062lb (with around 50% ballast ratio) is moderate rather than heavy for a long-keeler, giving a DLR of 289.

But although the turn of her bilge is relatively firm and high (hence the lighter displacement), there’s room to squeeze one of her tanks under the cabin sole.

The Bowman’s interior layout is almost identical to the Nicholson 26 (galley and chart table aft, heads amidships and V-berth forepeak), but she is almost half the weight.

Little surprise then that Anderson’s elegant creation performs well. His Hurley 27 was a later development and had a longer coachroof, increased freeboard and was 800lb heavier, increasing the DLR from 289 to 324.

The popular Halcyon 27. Picture credit: David Harding/ www.sailingscenes.co.uk

Two other popular Folkboat developments of a similar size came from the pen of Alan Buchanan: the Diamond 27 built by Thames Marine and the Halcyon 27 by Offshore Yachts.

The latter was by far the most popular, and large numbers were built before production ceased in 1975.

The Halcyon 27 has a 20ft 3in LWL, beam of 7ft 8in and draught of 4ft. So she’s very similar in terms of dimensions to many other enlarged Folkboat derivations.

She weighs 6,720lb and – as is usual with these long-keelers – has a healthy ballast ratio thanks to a 3,000lb keel.

And, like the Bowman 26, the Halcyon boasts a chunky little doghouse on top of a longish coachroof. So there’s plenty of headroom.

The Halcyon was competitively priced and offered a compact masthead rig, practical accommodation, above average performance and an undoubted ability to stand up to a strong wind in a seaway.

So it’s easy to see why she appealed to sea schools as much as to private owners. Several Services sailing clubs bought Halcyons for sail training, and many are still out there – with thousands of miles under their keels – doing the same job today.

So make sure you find out where your prospective purchase has been before signing the cheque. Some Halcyon 27s have had harder lives than others.

Wild Rival (a Rival 34) glides past a dramatic lighthouse during the 2013 classic race from Paimpol. Photo: Peter Poland

Another desirable but often overlooked Folkboat descendant that hit the scene in the 1960s was Fred Parker’s Folkdancer design.

Having started life as the Hamble One Design then the Warsash One Design, this attractive yacht’s name was changed to the more self-explanatory Folkdancer when Russell Marine took over the marketing.

In those days Des Pollard’s firm (famous for numerous Alacrities and Vivacities) held a prominent position in the small production cruiser world, so its involvement gave this successful Parker design a welcome shot in the arm.

‘The Folkdancer is the unsung hero of the Folkboat dynasty – well worth a look’

Like Buchanan with his Wind Elf design, Parker gave his Folkboat derivative a short counter, so the rudder was not transom-hung.

And he came up with an interesting split sheer for the Russell Marine boats, which increased accommodation space in the forward part of the hull yet kept the cockpit at a comfortable lower level.

When it came to the sail plan, he plumped for a masthead rig, to give a better handicap in the RORC rule era into which the boat was born. In its day, Parker’s own boat Norsue picked up a lot of pots. The experience gained from these campaigns was analysed and incorporated into the GRP production design that followed.

This S&S-designed Swan 36, launched in 1969, looks elegant from any angle. Photo: Peter Poland

So I suspect that anyone who buys an old Folkdancer, improves its deck gear and treats it to a suit of modern sails could have some fun in club or classic regattas. Thanks to its counter stern, the 27ft Folkdancer is longer than a Nordic Folkboat, but its waterline of 19ft 8in, beam of 7ft 6in and draught of 4ft are similar.

Its all up weight of 5,040lb and ballast ratio of 55% puts it in the Nordic Folkboat’s moderate displacement camp. Compared to, let’s say, the Nicholson 26 the lighter Folkdancer has sleeker underwater lines.

However, despite its far from plump hull form, the Folkdancer is surprisingly spacious below. The attractive and short roof combined with the forward raised sheer gives reasonable headroom and two accommodation plans were offered.

One is fairly simple with a basic galley, five berths and a loo between the forward V-berths. The other sacrifices one berth but gains an amidships WC compartment and larger galley aft.

Over the years some owners will have added modifications of their own. So a close inspection (and survey) is needed before buying. I reckon that the Folkdancer is the unsung hero of the Folkboat dynasty – well worth a look.

The restored Contessa 32 Bugler of Hor (PBO, December 2018)

Contessa 32

Moving on a few years, the Contessa 32 (designed in 1972) is another superstar.

A moderate beam of 9ft 6in, ballast ratio of 47%, DLR of 306 and comfort ratio of 27.7 make it a well-balanced yacht and its seaworthiness is well proven.

It made me feel my age when the class recently celebrated its 50th anniversary.

There were several Contessa 32s in the Classic Channel Regatta’s 2022 race round the Île de Bréhat and we saw rather too much of them from our Mystery 35.

Our excuse was that we were not carrying a broad-shouldered symmetric spinnaker.

Two class winners in the 2022 Classic Channel Regatta are also excellent all-round classic GRP cruiser racers – a Norlin 37 won class C (followed by a Comfort 34) and an Albin Ballad 30 won class D (followed by an Armagnac and a Contessa 32).

The Classic Channel Regatta fleet departs for a race from Paimpol harbour in Brittany. Photo: Roger Allen Photography/Alamy

Which makes the best classic cruiser boats: wood or GRP?

So if you want to enjoy your own classic cruiser boat – whether wood or GRP – firstly, you need to accept that you will not be getting a wide-bodied hull with a spacious aft heads and you won’t be able to enjoy a secluded stern cabin.

If you need these features, look elsewhere. But many people have sailed enough to realise that they don’t spend half their life in the loo and that secure single berths are best for sound sleeping on a yacht at sea.

And maybe you enjoy sailing a fairly heavy long-keeled yacht with a moderate beam and relish the sensation of guiding a well-balanced and stable hull on its way through the waves rather than fighting the helm or recovering from broaches. In which case a modern wide beam lightweight probably won’t be for you.

Classics galore raft up in Paimpol. Photo: Peter Poland

What about maintenance costs? All boats siphon cash from a sailor’s pocket, and by and large the older ones are the greediest. In the field of classic cruiser boats a GRP yacht offers the best of many worlds.

Of course it will still cost money to run and keep up to scratch, but rarely as much as a wooden one. Yet you still have the satisfaction of owning a yacht that sails like a classic and attracts many admiring glances.

And now – thanks to the Classic Channel Regatta and other similar events – you can sample the unique atmosphere and camaraderie of classic yacht gatherings and regattas.

As modern volume production designs continue on their remorseless way towards plumb ends, wide beam (often carried well aft), shallow hulls and slender fin keels, I foresee a rosy future for classic cruiser boats and the lucky sailors who love them.

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Victoria 30, Twister, Frances Victoria 26 or 800 or Vertue 2 for coastal & near-continental cruising.

• Thread starter glandorebay
• Start date 17 Jul 2020
• 17 Jul 2020

glandorebay

My wise & learned fellow sailors, I'm interested to hear your thoughts, pros & cons on these classics. Lets assume they all have good rigs, sails & engines. I'm a single-hander, Master Mariner, with lovely non-sailor passenger at times. Many thanks in advance,  

Well-known member

I have a Victoria 26. Good things: Beautifully built, looks nice, goes much better than you'd expect because underwater she is rather different from what you'd expect, easy to single-hand, lots of storage Bad things: Much smaller cabin than a modern boat of similar size, horribly cramped engine access, only one sizeable cockpit locker Victoria would build any interior the customer wanted as long as it took a standard time, so there is a some variation in layouts. For example, some have the heads opposite the galley, which makes the saloon squarer and gains you a second cockpit locker but loses the quarterberth. The Frances 26 is basically the same but with a sleeping platform rather than a forecabin. This elegantly means that all work at the mast can be done standing up through the forehatch. The Victoria 800 has a slightly different deck moulding and a more elaborate inside. Heads opposite the galley as standard. All were available as sloop (like mine), cutter or gaff rig, though I believe only three gaffers were ever sold. We might be in Bangor over the next three weeks - if you'd like to have a suitably cautious visit, PM me a number and I'll call you if/when we arrive.  

Matwill said: spend a weekend going to visit each boat, i did, ended up settling on an Albin Ballad instead Click to expand...

Vancouver 27/28? Rustler 31?  

JumbleDuck said: I have a Victoria 26. Good things: Beautifully built, looks nice, goes much better than you'd expect because underwater she is rather different from what you'd expect, easy to single-hand, lots of storage Bad things: Much smaller cabin than a modern boat of similar size, horribly cramped engine access, only one sizeable cockpit locker Victoria would build any interior the customer wanted as long as it took a standard time, so there is a some variation in layouts. For example, some have the heads opposite the galley, which makes the saloon squarer and gains you a second cockpit locker but loses the quarterberth. The Frances 26 is basically the same but with a sleeping platform rather than a forecabin. This elegantly means that all work at the mast can be done standing up through the forehatch. The Victoria 800 has a slightly different deck moulding and a more elaborate inside. Heads opposite the galley as standard. All were available as sloop (like mine), cutter or gaff rig, though I believe only three gaffers were ever sold. We might be in Bangor over the next three weeks - if you'd like to have a suitably cautious visit, PM me a number and I'll call you if/when we arrive. Click to expand...

From the list I'd go for the 30, the lovely non-sailor passenger will appreciate the extra room. I think both the 26 and the 30 though, are lovely boats...  

Kukri said: Vancouver 27/28? Rustler 31? Click to expand...

langstonelayabout

We too are looking for similar but my crew demands something like the Victoria 30, but with bigger heads. We are now waiting for a decent Halmatic 30 to appear in the southern part of the UK. There’s a lovely H30 in Scotland but that’s a bit far.  

glandorebay said: Great boats but hard to get a good V27. Beautiful V28 for sale now at £50k Click to expand...

• 18 Jul 2020

IAmCharlieC

Obviously go for the Twister.  

Homer Simpson's Lovechild

Had a Victoria 26 and now have a Twister . Both great boats with a similar feel and comparable interior volume ( tiny ! ) Somehow , the Twister feels to me more assured - a real little ship with a nice solid feel . Ive been on a couple of V30’s and they have a similar seaworthy and purposeful feel with a bit more space below . The canoe stern makes the Vicky cockpits very tight when you get a few people aboard - non sailers were always in way I found. Both are perfect single handlers - although getting a tiller pilot to work well in the narrow stern of the Vicky 26 presents a challenge without some bolt on modifications. I had a sloop rigged 26 but lusted after a cutter rigged 800 with a short bowsprit - I think the ability to quickly change down a gear in a blow would outlay the faff of short tacking a cutter. I’m 6 foot - that’s two inches too tall for the Twister cabin ( although a few have a higher coach roof ) All great boats as long as you can live with the lack of space compared to modern shapes. All are complete dogs to handle in marinas or astern - they are guaranteed to swing the wrong way into a marina trot when leaving - just go with the flow . If you’re even thinking about springing out of the berth - do it . ( or avoid tight berths ) Reckon it would come down to quality of fit out and equipment levels - this varies a lot as all are getting on a bit now .  

langstonelayabout said: We too are looking for similar but my crew demands something like the Victoria 30, but with bigger heads. We are now waiting for a decent Halmatic 30 to appear in the southern part of the UK. There’s a lovely H30 in Scotland but that’s a bit far. Click to expand...

glandorebay said: Yes, the H30 & Barbican 30 are also on my list Click to expand...

Homer Simpson's Lovechild said: Had a Victoria 26 and now have a Twister . Both great boats with a similar feel and comparable interior volume ( tiny ! ) Somehow , the Twister feels to me more assured - a real little ship with a nice solid feel . Ive been on a couple of V30’s and they have a similar seaworthy and purposeful feel with a bit more space below . The canoe stern makes the Vicky cockpits very tight when you get a few people aboard - non sailers were always in way I found. Both are perfect single handlers - although getting a tiller pilot to work well in the narrow stern of the Vicky 26 presents a challenge without some bolt on modifications. I had a sloop rigged 26 but lusted after a cutter rigged 800 with a short bowsprit - I think the ability to quickly change down a gear in a blow would outlay the faff of short tacking a cutter. I’m 6 foot - that’s two inches too tall for the Twister cabin ( although a few have a higher coach roof ) All great boats as long as you can live with the lack of space compared to modern shapes. All are complete dogs to handle in marinas or astern - they are guaranteed to swing the wrong way into a marina trot when leaving - just go with the flow . If you’re even thinking about springing out of the berth - do it . ( or avoid tight berths ) Reckon it would come down to quality of fit out and equipment levels - this varies a lot as all are getting on a bit now . Click to expand...

For what it's worth this is my view. When I was looking for a new boat I had set my heart on a Victoria 30, I saw lots, but nearly all in a too well used condition. A lot of ex sailing school boats, well over used. I did buy one, a late one built by Westerly. However, the survey found that she had been damaged and then poorly repaired, so I backed out. I seem to remember that the chart table was a bit awkward to sit at. The surveyor suggested that I have a look at the Vancouver range which he suggested were better boats. I did and I bought a Vancouver 28, which was in fact cheaper than the Victoria, a decision that I have never regretted, That was 16 years ago and I still have her. Obviously it's a matter of personal choice but what I found very helpful was to make up a list of all the essential things I wanted in a boat and all the things I would like. I then allocated a score for each of these items according to how important they were and what condition they were in. The results were surprising, what I thought were roughly equal contenders were not, one turned out to have a very much higher score than the others.  

That’s a good way to go about it.  

• 19 Jul 2020

Pawl's suggestion of making a list of what you consider essential things on a boat is a very good one and it is something I did myself several year ago whilst looking for my current boat. I had a similar shortlist of boats to you but included Vancouvers. I eventually settled on a Vancouver 28 as it had all the features I wanted including decent wind vane self steering and was obviously in good condition and well looked after. Another important factor that I think some people overlook are decent cockpit lockers to store all that stuff. For example one of my lockers is commodious enough to store 7 decent size fenders plus all mooring warps in. Whilst the other is big enough for spare anchor, outboard, spare mainsail, fuel cans, water jerry cans, boat hooks and all sorts of other stuff. Seen many boats (some much larger and often more modern)) with fenders and other stuff stored on the rails because of inadequate lockers. Although a cutter rig wasn't on my list, I have found it to be a great thing for single handing and as the wind pipes up roll away the yankee and reef the main and sail with a staysail and reefed main gives you a nicely balanced and manageable sail plan in strong winds. I also don't find it a problem when short tacking. The main looks after itself, tack the yankee and then when on the new tack tack the staysail, it doesn't hurt to leave it backed for a while. I'd personally consider the condition of the sails of less importance than other things. They are after all the easiest thing on a boat to change or replace and it was quite a revelation to me how much new sails improved the sailing performance of my boat. Anyway my Vancouver looked after me well on my solo trip from UK to New Zealand and there a a few who have circumnavigated which is a pretty fair recommendation.  

Yellow Ballad

@ Danaskip & Pawl , I'm with you 100% on the V27 & 28 and would gladly buy one if I could find a decent one  

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Sumara of Weymouth

Adventures of a small yacht

Vertue Yachts in General

Vertues are small yachts with a reputation for extreme seaworthiness. The original “Vertue” called Andrillot, was designed as a commission by Jack Laurent Giles in 1936. It was roughly based on the design of the pilot cutters such as Jolie Brise. It also has a striking similarity to the splendid yacht Dyarchy, although at just 25 ft 3” it was, of course, considerably smaller. The boat proved itself to be a very capable sea boat and so more were to follow.

It wasn’t until 1939 that the name Vertue was adopted for the class. The yacht “Epeneta”, built to the same design, won the Little Ship Club’s Vertue Trophy for making a passage across the Bay of Biscay and so it was decided to name the class “Vertue Yachts”.

Since then, the yachts have made many ocean voyages. Humphrey Barton described his eventful Atlantic crossing in the book Vertue 35. David Lewis entered his yacht, Cardinal Vertue, for the first Observer Transatlantic Race in 1960 which he describes in his book “The Ship Would Not Travel Due West”. The same boat under the ownership of Bill Nance held the single-handed speed record for a long passage of 122 miles per day over 53 days.

There is a wonderful film about an engineless Vertue called The Restless Wind . It is well worth spending 40 minutes watching it and marvelling at the skill of the Skipper and his wife.

Over the years some 200 Vertues have been built. They have various rigs and coach roof styles but the hull shape has remained virtually the same. There are a few steel versions but the majority are timber.

During the 1970’s, Bossoms Boatyard of Oxford produced the Vertue II in GRP. The glass fibre version is about 6 inches wider but retains the basic shape of the wooden Vertues

My yacht is number V198 and is called Sumara of Weymouth. She was built in, guess where, by Terry Newman and although the name Sumara sounds a bit like an Iraqi war zone, it is actually following the Velsheda tradition of combining the stems of his daughters’ names. I am not a believer in changing boat names because it tends to confuse the boat’s history.

Terry was an extremely talented boatbuilder and Sumara was built with a huge amount of thought and skill. Nowadays there would be a YouTube channel all about the build but as YouTube wasn’t set up until 14 th February 2005 we are grateful that Terry took some photos and gave me a splendid album. I have photographed each page and made it into a PDF which can be found in the “Downloads” section of this website.

There are a few things that make Sumara rather special.

Firstly, she was built in a barn besides Terry’s house. This enabled Terry to spend many evenings just sitting on board and carefully working out the fine ergonomics of the interior. He decided to place the two main sea berths in the centre of the boat with a pilot berth going off aft on the starboard side. Most Vertues are laid out as four berth yachts and, too be honest, there just isn’t the space for four people plus kit and all the sails on a 26ft boat.

Up forward through a panelled door is a Baby Blake loo in a central position with a wash basin to starboard. There is a bin for the anchor chain. More about the interior later but it is very civilised, and that’s thanks to Terry.

I have made a rather over length video about the interior which can be found here

Secondly, Terry decided to build her out of a single log of Iroko on oak frames, with an elm keel and garboards. Varnished boats should ideally be built from a single log so that the planks all match. There is a little split behind the aft port window and a matching one on the starboard side! Because the log was sourced long enough, it means there are no scarf joints on the boat.

Thirdly, the boat was built for pleasure. There was no rush, no short cuts. Everything was made by Terry, his wife and sons. They welded all the stainless fittings on the mast, they poured the lead keel and made all the engine controls. Terry even marinized the engine – which lasted for thirty years before I replaced it with a Beta 16 hp in 2020.

Hull Planking                    Iroko from a single log with no scarf joints. All splined except the garboard and the next two boards. The planking was undertaken Mike Patrick (“Spike”) who was an expert at planking boats. Terry and family helped secure them. The hull is varnished with Epifanes Gloss Varnish.

Frames                              Oak

Keel and Deadwood        Elm

Ballast Keel                       Lead with Aluminium Bronze Bolts

Deck                                  Ply and teak. Teak replaced 2020. Chalking TDS. All bonded no screws.

Engine                               Originally Kubota 12 hp solid mount with raw water cooling. Now Beta Marine 16 hp heat exchanger cooled and flexible mounts

Controls                            Originally all rods and lever. Now bronze Kobelt system

Propeller Special casting in aluminium bronze. Right hand 14 x 8

Mast                                  Varnished Douglas Fir. Air draft 11.7 m (touching the aerial)

Rigging Renewed for 2022 season. Wire by KOS. Rigging screws by StaLok

Boom                                Recycled gymnasium parallel bar – Douglas Fir

Sails                                   Since 2009 Ratsey and Lapthorne, triple stitched in brown thread. Main, stay and Yankee

Diesel Tank                       14 gallons (63 L) giving a range of 200 nm at 2,000 rpm using 1.25 L per hour

Water Tanks                     Two stainless tanks 17 L each

Paraffin                             One pressurised tank (Taylors) plus aluminium tank in forepeak.

Heating                             Eberspacher

Cooking                             Taylors paraffin

Performance Criteria (from Sailboatdata.com)

Comfort Rating 54.56 (over 50 indicates an extremely heavy blue water boat)

Capsize Rating 1.29 (The boat is better suited for ocean passages (vs coastal cruising) if the result of the calculation is 2.0 or less. The lower the better. The Vertue’s rating is very low indeed!)

Sail area/displacement Ratio 14.05* (below 16 would be considered under powered; 16 to 20 would indicate reasonably good performance; above 20 suggests relatively high performance) This seems rather strange as a Vertue held the single-handed speed record for a long passage of 122 miles per day over 53 days. It seems that Sailboatdata.com are currently using a sail area of 300 square feet but Sumara’s sails are 395 square feet and other Vertues seem to have sails between 380 and 390 square feet. I have contacted them so hopefully the figures will be revised soon. (*This has now been changed so the ratio has increased from about 9 to 14)

Ballast Displacement Ratio 40.91 (A Ballast/Displacement ratio of 40 or more translates into a stiffer, more powerful boat that will be better able to stand up to the wind). Vertues are very narrow and heel quickly to the wind becoming progressively stiffer.

Displacement Length 494.12 (The lower a boat’s Displacement/Length (LWL) ratio, the less power it takes to drive the boat to its nominal hull speed. less than 100 = Ultralight; 100-200 = Light; 200-275 = Moderate; 275-350 = Heavy; 350+ = Ultraheavy;

Hull Speed 6.21 knots

Pounds/Inch Immersion 550.04 lbs (249 kg) (The weight required to sink the yacht one inch. Calculated by multiplying the LWL area by 5.333 for sea water or 5.2 for fresh water).

Review of Vertue II

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat is equipped with 4 berths and 91.0 liter fresh water capacity.

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 Vertue II is 1.50, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

Vertue II holds one CE certification:

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.2 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 Vertue II is about 104 kg/cm, alternatively 583 lbs/inch. Meaning: if you load 104 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 583 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?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 17.11

Maintenance

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 is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Vertue II 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.

Details and photographs are normally based on one specific yacht, but could be a compilation. No reliance should be placed on other yachts of the same class being identical.  Where common variations exist, we have endeavoured to indicate this in these archive details.  section for boats currently for sale , which to buy new now (and they are still made) costs £3,800. There is a small fold-down washbasin above the heads (photo below) section for boats currently for sale STREAM OF CONSCIOUSNESS AN ECLECTIC COLLECTION OF IDEAS OPINIONS AND INTERESTS Friday, February 6, 2015 Vertue class yacht. 8 comments: Are you looking for a Vertue class restoring project? Yes I am! And Yes, yes, yes, yes, I know I have another restoration project awaiting attention - But considering the fact that I am determined to live to 110 years old (at the very least) there is time enough for a Botter full of restoration projects. O'Riordan not ORiodan - I have a picture of Vertue XXXV in the storm which belonged to him if you would like to add to the post I would absolutely love to see that photograph and any others that you may like to share. It would truly be an honour to add them to this Vertue Post. Thank you for pointing out the spelling mistake, I have corrected this on the post. Humphrey Barton paints a very positive picture of Kevin O'Riordan: An experienced and capable sailor, affable, never complaining and never sea sick. With a less capable crew the outcome during this storm may well have been a disaster. Looking at your surname, am I correct in assuming that you are a son, grandson or other relative of the great man? Have you carried on the sailing legacy? As you can see from my postings about Vertues I have a bit of a soft spot for these little yachts, so any photographs you have would be very gratefully received. You can send them as attachments to my email address. [email protected] Hi Alden, Love the bio's and pics of the Vertues. I'm also a Vertue nut and own Corio Vertue V99 which I have been restoring (with some success, but many failures) and sailing over the past 10 years. See my website for Corio Vertue's story http://www.indrans.com/corio-vertue.aspx Hi Andy, Thank you for your comment. You are the very best type of Vertue nut - one that actually owns one - good for you, there is no cure for my jealously except to buy my own one! I am very sure I have seen your blog before, and know that I have seen Corio Vertue when doing Vertue Google searches - I will check out your website. Hi Aiden, Did you ever hear back from Alastair O'Riordan? I would be interested to see those photos too! I also thought Kevin came across as a much more pleasant sailing companion than Humphrey Barton; they were built of strong stuff back then. I bought V125 Drumler a few years ago, and have inevitably become a Vertue geek. Hi Rupert, No, I never heard back from Alastair O'Riordan, mores the pity as I would love to see any photographs he might have. If I had his email address I would follow up his offer but unfortunately I don't, and he's never subsequently commented on my Blog. I agree that Kevin O'Riordan comes across as a pleasant, unflappable sailing companion. I think both men were made of strong stuff alright but ably assisted by constitutions that never succumbed to mal de Mer. I am aware of V125 Drumler as I have seen her on your website which I follow. She is a fine example of a Vertue and her excellent condition is a credit to you. I would dearly love to purchase a Vertue but I am told by my live in bank manageress that I have to fix the motor on my current yacht and sell her first before any new purchases - marital peace has both its charms and its challenges : > ) If you have any ideas on how to track down Alastair O'Riordan please let me know. Cheers, from one geek to another - Alden Post a Comment Boat Search - Enter a boat name in the box below and click the Search button to search the database Summer newsletter august 2024. Posted on 09/08/2024 / Under News SPRING NEWSLETTER MAY 2024 Posted on 21/04/2024 CHRISTMAS NEWSLETTER DECEMBER 2023 Posted on 18/12/2023 AUTUMN NEWSLETTER OCTOBER 2023 Posted on 01/10/2023 SUMMER NEWSLETTER JUNE 2023 Posted on 14/06/2023 SPRING NEWSLETTER MARCH 2023 Posted on 19/03/2023 MERRY CHRISTMAS! 2022 Posted on 23/12/2022 AUTUMN NEWSLETTER SEPTEMBER 2022 Posted on 20/09/2022 SUMMER NEWSLETTER JULY 2022 Posted on 18/07/2022 MEA V89 Is Racing Around Britain! Even later Spring Newsletter 2022 Posted on 19/05/2022 203 IMAGES Bill's Log: Vertue Yachts Designed by Laurent Giles Bill's Log: Vertue Yachts Designed by Laurent Giles Vertue Laurent Giles Vertue 27ft Classic Yacht For Sale Laurent Giles Bill's Log: Vertue Yachts Designed by Laurent Giles VIDEO Vertue Furniture EOFY Sale March Sale Vertue Furniture & Decor Vertue 2 Sailing (3) Vertue 54 SIMO SAILING Vertue Sparrow boat tour COMMENTS Extraordinary boats: Andrillot, the original 'Vertue' design One of the boats built to Laurent Giles Design No.0015 (as it was then known) was Epeneta, which won the Little Ship Club's annual Vertue Challenge Cup in 1939 for a 745-mile cruise of the ... Is a 25 foot Vertue too small for extended cruising? Stay away from clutter and if you opt for the Vertue, enjoy the experience of sailing a boat that paved rhe way for the whole cruising lifesyle! BTW, another good book about vertues is Humphry Barton's "Vertue XXXV", a log of the first ever small boat, non stop east to west crossing of the Atlantic, from Lymington UK, to New York in 1950. Hum ... VERTUE The forerunner of the VERTUE class was the ANDRILLOT, designed in 1936 (specs above). Ten ANDRILLOT sister ships were produced prior to the outbreak of war in 1939. It was the fifth boat, EPENETA, that would ultimately give the class it's name but not until 1945. Over the years, various alterations were made to the […] Vertue, Vertue 2, or Vancouver 27? The Vancouver 27/28 has a good reputation for being a bit faster than you would expect to look at her, but a decent 1970s/early 80s 30-34 ft fin and skeg cruiser-racer before the designers did too much rule-beating tweaks will be far faster, not really any harder to sail, and much the same price. Vertue Vertue is a 25′ 3″ / 7.7 m monohull sailboat designed by Jack Laurent Giles and built by Cheoy Lee Shipyard, Stebbings & Sons, Bossoms Boatyard, and Jouët starting in 1947. ... 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. Formula. D/L = (D ÷ 2240) ÷ (0.01 x LWL)³ ... The Vertue 25 Sailboat The Vertue Cup is given for the best log of a cruise longer than a week by a member of the club. The Vertue 25 sailboat gained an enviable reputation as a long-distance cruiser, with several remarkable voyages completed by boats of this class and close derivatives, such as Vertue XXXV, which sailed from England to New York in 1950. The Vertues Most cruising sailors have heard of Vertue yachts. Though small in size—only about 25' LOA—they have an outsized reputation as the most successful design to come from English yacht designer Jack Laurent Giles during his long career. More than 200 of the boats have been built, and many of the exploits that their owners undertook have become legendary among ocean-cruising sailors. Sailing Yacht Bossoms Boatyard has the exclusive rights to build the GRP version of this classic long keel ocean sailing yacht, which is designed and constructed for serious and short handed ocean voyages. The Laurent Giles VERTUE II as built by Bossoms Boatyard traces its heritage back to 1936, when Jack Giles designed the graceful gaff-rigged cutter ... Vertue (yacht) The Vertue Class of yacht is a 25'3" length [1] design by Laurent Giles dating from 1936, when Andrillot was launched. The class was not named Vertue until 1946: it collected the name in the wake of the win by Epeneta - a boat built to the design - of the Little Ship Club's 'Vertue Cup'. [2] In 1939, the Epeneta had completed a cruise from The Solent to Belle Île in Southern Brittany and back ... Laurent Giles Vertue II GRP second generation Vertue For Sale Based on the famous Vertue design by Laurent Giles, this is the very first example of what was known as the Vertue II, the same lines but built using GRP, completed in 1979 and built to Lloyds 100A1 classification. Shortly after completion, the boat was exhibited at the London Boat Show in 1979. This is the first and and possibly the best GRP ... Classic cruiser boats: Why GRP models are now ... Launched in 1967, it sold in good numbers and has achieved favourable boat test reviews; although it never acquired the Twister's star status. ... Laurent Giles Vertue. Perhaps the most iconic long keel classic cruiser of this size is the Vertue. Indeed, when I was planning my 1968 Transatlantic jaunt, this little beauty was at the top of my ... Victoria 30, Twister, Frances Victoria 26 or 800 or Vertue ... Victoria 30, Twister, Frances Victoria 26 or 800 or Vertue 2 for coastal & near-continental cruising. Thread starter glandorebay; Start date 17 Jul 2020; 1; 2; Next. 1 of 2 Go to page. Go. Next Last. 17 Jul 2020 #1 glandorebay ... When I was looking for a new boat I had set my heart on a Victoria 30, I saw lots, but nearly all in a too well ... Review of Vertue 25 The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Vertue 25 is about 95 kg/cm, alternatively 535 lbs/inch. Meaning: if you load 95 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 535 lbs cargo on the boat it will sink 1 inch. The Vertue Yachts The original "Vertue" called Andrillot, was designed as a commission by Jack Laurent Giles in 1936. It was roughly based on the design of the pilot cutters such as Jolie Brise. It also has a striking similarity to the splendid yacht Dyarchy, although at just 25 ft 3" it was, of course, considerably smaller. Review of Vertue II The DL-ratio for Vertue II is 410 which categorizes this boat among 'heavy cruisers'. Heavy Light 2% 0 50 100. 2% of all similar sailboat designs are categorized as heavier. A heavy displacement combined with smaller water plane area has lower acceleration and is more comfortable. VERTUE II VERTUE II. Save to Favorites . Beta Marine. BOTH. US IMPERIAL. METRIC. Sailboat Specifications Definitions ... 1997), states that a boat with a BN of less than 1.3 will be slow in light winds. A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing ... GRP Vertue II archive data Vertue II (GRP) Brief details. Builder. Bossoms Boatyard, Oxford. Based on a 1936 design by Laurent Giles, the Vertue II is a later GRP version of this classic small cruiser. By modern standards the Vertue is heavy displacement, but this makes her a reassuringly solid and stable yacht. With laid teak decks and quality joinery, plus expensive ... Design Design Genesis. Where better to start a consideration of the genesis of the Vertue class than with this 'Form Draught of the Cutter Yacht Jolie Brise'. This exquisite drawing by Jack Laurent Giles was made after he lifted the lines from the yacht in 1928. Whatever his motive for doing this, they cannot have failed to influence his thoughts ... STREAM OF CONSCIOUSNESS: VERTUE CLASS YACHT The voyages these little yachts have made are the stuff of legend. She was designed by Laurent Giles, one of the great English yacht designers of the 20th century in the 1930s. The yacht in the above photograph is Vertue XXXV. This design was popularised in 1950 when she burst on the yachting scene in a dramatic crossing of the Atlantic Ocean ... 2010 Laurent Giles Vertue Class Sloop Boat Details. Description. The 25' 4" Vertue Class Sloop designed by Laurent Giles is one of the most capable and well-loved small cruising yachts ever designed, and thus requires no further introduction. However, stepping aboard FLYING FISH will shatter any pre-conceived notion you may have of what such a craft might look or feel like. THE BOATS: Updated Version. Boat Search - Enter a boat name in the box below and click the Search button to search the database. Search for: Search. THE BOATS: Updated Version. This is the new version of information about the yachts which form the Vertue Class, designed by the Laurent Giles design partnership. Showing 1-16 of 273 results. V II grp 43 Eden Marindin Read ... VertueYachts.com JUNK RIGGED VERTUES In the Spring Newsletter earlier this year I briefly mentioned three Vertues, whose owners had chosen to rig them with 'chinese' junk sails, each set on a single mast. They were called Speedwell of Hong Kong, Jilly and Chu-Fa. However, this autumn I was contacted by Craig and Rebecca, whose boat Caber was also junk rigged. All Vertue Sailing Yachts for sale 25 2. 40 1. Vertue II 1. 1951 Vertue V40 - Virtue Fidelis - Reduced £12,500. The Vertue is one the most iconic British yacht designs of all time, examples of which have voyaged the world and proved themselves as incredible sea boats with capabilities far beyond their size. This particular boat, Laurent Giles Vertue V40, is a very nice example ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht