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• Sailboat Reviews

The Allmand Sail 31

This 1970's era cruiser is beloved for its roomy, tri-cabin interior, but it does not sail close to the wind and the shoal keel makes excessive leeway..

During the hey day of fiberglass sailboat production in the 1970s, there were seemingly more small builders than today. Alas, the industry recession of the mid-and late 1980s wiped them out. But the boats they build still exist. One of interest is the Allmand 31, built by Allmand Boats, Inc. of Hialeah, Florida. The company also sold the Allmand 23 and Allmand 35.

Allmand was foremost a builder of power boats, dating to at least 1965. Most were inboard-powered between 28 and 34 feet, though they also built smaller open and cuddy cabin boats for outboards and sterndrives. Like a handful of other powerboat builders, the energy crunch of the 1970s and the “greening of America” prompted Allmand to try its hand at sailboats. And like those other builders, the result of its efforts was a somewhat unorthodox looking boat. The Allmand 31 isn’t as misshapen as Bayliner’s Buccaneers, but it’s not what you would call a classic. The super graphic letter “A” (for Allmand) on the aft topsides didn’t seem to integrate well with the rest of the boat, but fortunately that was later discontinued.

The Allmand 31 first appears in the BUC Research Used Boat Price Guide in 1979, the same year it was featured in SAIL magazine’s annual directory. Production ceased about 1985, according to BUC Research, the same year it went out of business. Curiously, BUC shows that Allmand built only sailboats the last several years of its existence.

An old brochure lists Walter Scott and T.R. Allmand as the designers of the 31. The design is quite conservative in most respects, though a notable exception is its wide 11′ 4″ beam and long 27′ 8″ waterline, which account for the generous room below. Most owners surveyed indicated its interior spaciousness as the principal reason they bought the Allmand 31.

The hull has a conventional vertical transom that looks larger than it really is due to the tan cockpit coaming across the stern. The bow has a pleasing rake to it with a slight concave curve which suggests the inten­ tions of a clipper bow that was wisely left on the drawing room floor. The sheer is fairly flat and contemporary.

The coach roof has a small step in it for added headroom (6′ 4″) in the main cabin. This dates the design somewhat, though it can be a hand­ some detail. One disadvantage, how­ ever, is the problem of leading lines such as halyards from the base of the mast aft to the cockpit.

The combination of two overhead hatches, large fixed portlights and smaller opening portlights, of which seven were standard, provide good ventilation and light. As an option, one could pay for additional opening portlights-up to 11 in all.

Underwater, the Allmand 31 has a long, shoal cruising fin and rudder mounted on a partial skeg. The shoal ?keel draws just 3′ 10″, which makes the boat well suited to Florida Bay and Bahamas cruising, for which, one may presume, she was intended. While the problems associated with centerboards are eliminated, banging of the board in the trunk, broken pennant, barnacles obstructing the trunk, etc.) there is a definite tradeoff in terms of upwind sailing performance.

The Allmand 31 displaces 11,100 lbs. or l2,850 lbs. depending on which brochure you believe, giving it a displacement/length (D/L) ratio of 230 or 259. (The brochure indicating the heavier displacement also lists length waterline or LWL as 27′ 11″ and draft as 4′ 0”.)

Two sail areas are listen in one brochure—471 sq. ft. for the “Cruising Model” and 485 sq. ft. for the “Racing/Cruising Model.” The extra 14 sq. ft. came from having a 2′ taller mast. Lead instead of iron ballast was used for the Racing/Cruising Model, which should make it stiffer. The sail area/displacement (SA/D) ratios for the two are 15.2 and 15.6, somewhat low numbers. The shoal keel precludes a large rig that might jeopardize stability.

Speaking of stability, the boat derives much of its form stability from its wide beam. Excessive heeling, which could happen with a taller rig, would probably result in poor handling characteristics.

In any case, these relatively low SA/D ratios suggest a fairly slow boat, a conclusion supported by the boat’s owners.

Construction

Our files do not tell a great deal about how the boat was constructed, so we will assume that the hull is solid fiberglass and the deck cored with balsa. A full-length fiberglass pan was molded to incorporate the cabin sole and berths, then, while the hull was still in the mold, “resin bonded and fiberglassed into the hull.” Teak-faced plywood covers up most traces of the pan. It does not appear that an overhead liner was used in the main cabin; rather the raw fiberglass was spray painted. This never looks particularly smooth, but a real benefit of not using an overhead liner is that the bulkheads may be tabbed with fiberglass to the underside of the deck.

The hull deck joint is strong and should be leakproof. Resin was laid into the joint before lowering the deck onto the hull, then stainless fasteners (one suspects screws) were drilled in, and then the entire inside of the joint fiberglassed over. It would require a Sawz-all to cut the deck off the hull. Hopefully, such radical surgery will never be necessary!

As noted above, ballast was either iron or lead, the latter being preferable in terms of its specific gravity and resistance to corrosion. It can be difficult keeping paint on an iron keel. One should expect to have to take it down to bare metal every so many years, clean, prime and repaint.

Upper and double lower shrouds are led to 1-1/2″ wide by 1/4″ thick stainless steel chainplates that pass through the deck (right next to the cabin trunk) and are anchored to structural members behind the settees. As such, they are exposed inside, which isn’t all bad, as stainless survives longest when exposed to the air. The downside is that one might occasionally find them in the way when stowing things on the shelves behind the set­ tees. On deck, there are raised bosses where the chainplates enter the deck, and these should help keep water out.

The mast is stepped on deck. A stainless steel compression post sits on the ballast. The owner of a 1981 model, who was dismasted due to what he said was a faulty Merriman turnbuckle, recommended “beefing up the mast step and compression post top.” He also suggested heavier standing rigging, but admitted it was “only because of our mishap.”

Underwater through-hulls are fitted with bronze sea cocks, which are part of an electrical grounding system, along with the rudderstock and drive shaft.

We received no reports of hull blishters, though a few owners noted gelcoat flaws on deck.

Early boats, had contrasting non-skid colors, such as blue, on the otherwise white deck. Later, a beige color was available for the entire deck, that to our eye at least, looks better.

Early 31s have the so-called tri-cabin layout, with a 6 4 V-berth forward, 6 U-shaped settee-dinette and single settee amidships, and an aft cabin on the prt side, which is enclosed by a door and features a hungingin locker. The berth measures 6 6 x 4 6. The builder thougthlfuylly made a fold-away top to the bulkhead at the forward end of the aft cabin that provides ventilation nd keeps the cabin from imparting claustrophobia. Close it when youre cold and want to cuddle; otherwise wed leave it open, if for no other reason tan to help prvent mildew.

A limited number of Allmand Sail 31/II models were built without the aft cabin enclosure. The brochure states, the basic difference is that the main cabin is wide open. Many bulkheads and doors have been eliminated. It is a boat designed for a young couple or small family. Teak trim is minimal (and so is maintenance). Tiller steering is standard. Price of the 31/II was dropped about $5,000.

The galley is to starboard of the companionway ladder. It is not large, but includes the basics – sink, gimbaled stoae, 8-cubi-foot icebook, pressure water and storage compartments outboartd and behind the sink.

There is no nav station, so chart work will take place on the dinette table, wihich folds out to seat up to seven.

As Allmand 31 owners know, there is a lot of room below. Berths for seven is unusual in a boat this size, but the Allmand does it without appearing to have crammed them in.

Performance

The PHRF ratings for the Allmand 31, in fleets around the country, rnage from 168 to 210, with an average of 192. This puts it on a part with the full-keel Allied Seabreeze 35, faster than the Alberg 30 and Bayfield 30 at 222, and much slower than a Beneteau 305 at about 150. But then max speed isn’t what this boatr is about.

Nevertheleadd, owners report that off the wind she does quite well, owing in part to its long waterline. One woner recommends using a MPS (multi-purpose spinnaker) for improved performance.

Upwind is another matter. Shoal draft and wide beam hurts upwind performance, especially in choppy water, said the owner os a 1979 model on the Alabam Gulf Coast.

A strong suit of the 31 is its tremendous form stability. Cannot get gunwale under, said more than one woner. Shell heel only so far and then stop. Just one owner said hed ever had the rail under, and that in 30 knots of sind and rough seas. Most said theyd tried but couldnt.

Handling, too, is extolled by owners. Balanced easily, light weather helm, said the owners of a 1980 model in Indiana.

The most common auxiliary was a 16-hp. M20 Universal diesel. Owners rate its reliability as above average and accessibility as average to below average. (So what else is new on a sailboat?) A few owenrs with 21-hp. Ecati engines complained about parts availability. An owner of a Renault 16D said his engine has benn very reliable.

One owner said his creusing speed is 5+ knots, but the theoretical hull speed I aoubt 7 knots… if you can find the power to push the load. Sixteen horses for six tons isn’t a lot.

Maneuverability under power is good. Lilke a lot of boats, however, getting the boat to go where you want in reverse takes some practice. One owner said h can drive a slalom course in reverse, but no one else agreed with him.

We were somewhat surpised, and impressed by the number of people living aboard the Allmand 31. For her size, she certainly does offer much space below and in the cockpit (one owner said shell easily sit six or seven in the T-shaped cockpit).

The wide beam gives her a good deal of initial stability, though this is not the kind of hull form that you want to capsize as inverse stability will be greater than on a narrower boat (and one with a deeper keel). Still, level sailing is always appreciated. And the long waterline helps deliver speed in wont of a bigger rig. Some say the 31 will tack through 84 true, others as much as 90 or 100. Either way, this is probably acceptable to many when the tradeoff is a comfy crusiing boat.

Owners rate construction as above average.

According to the BUC Research Used Boat Price Guide, used Allman Sail 31 prices range from about $20,000 to $25,000. We checked Soudnings for additional listings and found two Allmand 31s for sale, a 1983 for $19,900, with the 16-hp. Universla diesel, and another of unspecified vintage for $29,500.

For comparison, the same column of boats included a 1985 Island Packet 31 for $59,500, several 1979 Bombay Clippers between $22,000 and $28,900, a 1983 Cal 31 for $33,900 and a 1986 Hunter 31 for $33,500.

We wont say that the Allmand is better built than these other 31-footers, but it is certainly not the worst either.

It is safe to say that if bought in the low $20s, the Allamnd 31 would represent a good value. When looking for explanations for its low price, one is tempted to blame the stigma of a sailboat built by a powerboat company, that real sailors wouldnt consider such a boat. While we have serious reservations about some sailboats by powerboat companies, the Allmand 31 doesn’t appear to deserve that rap. Just ask one of her many owners.

RELATED ARTICLES MORE FROM AUTHOR

I have a little problem with a 1982 31ft Allmand I just purchased. Put in a new cutlass last week and noticed the shaft is not centered in the throughhull. The service yard said the engine mounts need to be replaced or adjusted. I see no way of getting to that area. Any suggestions. By the way, the .engine is a refit jammed in pretty tight.

Congratulations Christopher on your Allmand. I bought mine 3 years ago. Its a 1981 31ft tri cabin. I replaced the top rudder shelf, and a few more bits and bobs but cant help you with your cutlass. Im sure the forums will have something.. Happy sailing! sherry

My first boat as a retiree was a 1984 Allmand 31. Loved it. My wife could push and pull it around docks and pylons. of course, I needed another 3-4 feet (don’t we all) so I now have a 35′ Catalina. I still miss my Allmand.

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Allmand 31: Florida Born and Bound

• By Gregg Nestor
• Updated: January 26, 2011

Allmand Boats of Hialeah, Florida, was originally a powerboat manufacturer, but during the energy crunch of the 1970s, it turned its attention entirely to sailboats. Walter Scott and T. R. Allmand collaborated on the designs, and in 1979 the company introduced three sailboat models. The Allmand 31 was, and continues to be, the most popular design. It remained in production until 1985, when the industry-wide recession of the 1980s forced Allmand to close its doors for good.

Overall, the design of the Allmand 31 is quite conservative yet contemporary. From the steep, slightly concave bow to the near-vertical stern, the sheer is almost flat. The long, low cabin trunk has a slight step-up aft. Beneath the waterline, the boat has a long, shallow keel, and the rudder is mounted on a partial skeg.

While the hull is solid fiberglass, the deck is cored with end-grain balsa. The deck mates to the hull on an outward-facing flange. This joint is bonded with resin, fastened with self-tapping screws, glassed over on the inside, and covered with a vinyl rubrail. Ballast is internal and is either cast iron (as part of the standard rig) or lead (for the tall rig).

Most of the Allmand 31s were built with a tri-cabin layout. One cabin, with the V-berth, is forward. The head compartment and a pair of hanging lockers are aft of that. The second cabin is the main saloon, in which a U-shaped dinette faces a straight settee berth and a U-shaped galley to starboard. The third cabin is aft to port. It contains a double berth, a hanging locker, and a fold-down chart table.

Under sail, the boat accelerates quickly, but windward performance is hampered by its wide beam and shoal draft. Although the 31 will tack through about 90 degrees and is extraordinarily stiff and sails almost level, it makes noticeable leeway. Its best points of sail are off the wind.

The most common auxiliary is the 16-horsepower M20 Universal diesel. The 21-horsepower M25 was available as an option, and either one is adequate in most conditions.

As well as checking for age-related problems typical of older boats, a prospective buyer should examine the keel cavity for signs of a hard grounding, especially on boats with cast-iron ballast. If a break in the outer skin has let in water, the cast iron can suffer significant and costly corrosion.

The strongest features of the Allmand 31 are its generous interior and its spacious cockpit. Its moderate rig is easily managed, but the shoal draft and the smallish sail area make the Allmand 31 a better candidate for coastal cruising than bluewater sailing. The boat is solidly constructed and doesn’t look that dated, but the builder wasn’t known for sailboats, and this probably accounts for the 31’s current depressed price: $14,000 to $30,000 will get you a very roomy 31-footer.

Gregg Nestor, the author of three books about sailboats, has maintained a lifelong interest in all things aquatic.

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The Allmand 35 Sailboat Specs & Key Performance Indicators

The Allmand 35, a heavy-displacement masthead sloop, was designed by Walter Scott and built in the USA by Allmand Boats.

Published Specification for the Allmand 35

Underwater Profile:  Fin keel & skeg-hung rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  34'9" (10.6m)

Waterline Length:  28'2" (8.6m)

Beam:  11'8" (3.6m)

Draft:  5'2" (1.6m)

Rig Type:  Masthead sloop

Displacement:  15,100lb (6,849kg)

Ballast:  4,300lb (1,950kg)

Designer:  Walter Scott

Builder:  Allmand Boats (USA)

Year First Built:  1981

Year Last Built:  1985

Published Design Ratios for the Allmand 35

1. Sail Area/Displacement Ratio:  14.4

• Less than 16 would be considered under-powered;
• 16 to 20 would indicate reasonably good performance;
• Over 20 suggests relatively high performance.

2. Ballast/Displacement Ratio:  28.5

• Under 40: less stiff, less powerful
• Over 40: stiffer, more powerful

3. Displacement/Length Ratio:  302

• Under 100: Ultralight
• 100 to 200: Light
• 200 to 275: Moderate
• 275 to 350: Heavy
• Over 350: Ultraheavy

4. Comfort Ratio:  29.4

• Under 20 indicates a lightweight racing boat
• 20 to 30 indicates a coastal cruiser
• 30 to 40 indicates a moderate offshore cruising boat
• 40 to 50 indicates a heavy offshore boat
• Over 50 indicates an extremely heavy offshore boat

5. Capsize Screening Formula:   1.9

• Under 2.0 (the lower the better): Better suited for ocean passages
• Over 2.0: Less suited for ocean passages

Read more about these  Key Performance Indicators...

Summary Analysis of the Design Ratios for the Allmand 35

1. A Sail Area/Displacement Ratio of just 14.4 suggests that the Allmand 35 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 28.5 means that a sailboat like the Allmand 35 (which doesn't have the benefit of a stiffness-enhancing bulb keel), is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 302, tells us the Allmand 35 is clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 29.4 suggests that crew comfort of a Allmand 35 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not the best of news for anyone prone to seasickness. 

5. The Capsize Screening Formula (CSF) of 1.9 indicates that a Allmand 35 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Cruisers' Questions

What were the best-known creations of yacht designer Walter Scott?

Walter Scott was a yacht designer who worked for 30 years at Grumman Aerospace and then became the chief engineer at Irwin Yachts. He was involved with the design of many yachts from the Irwin line, such as the Irwin 10/4, the Allmand 35, and the Captiva 35. He also designed the Watkins 27, which went into production in 1977, and the Allmand 31, which appeared in 1979. He is known to have designed a number of other ‘one off’ boats. One of his most famous creations was the Ice Bear, a luxury motor yacht built by Feadship in 1988 for the late automotive entrepreneur Jim Moran.

What are the benefits of a masthead sloop whwn compared with a fractional sloop?

A masthead sloop is a sailboat with a single mast and a single headsail that is attached to the top of the mast. A fractional sloop is a sailboat with a single mast and a single headsail that is attached to a point below the top of the mast.

According to some sources, some of the benefits of a masthead sloop are:

• It has a larger jib and a larger spinnaker than a fractional sloop, which can give it a speed advantage when sailing downwind.
• It is easier to tune and more secure than a fractional sloop, because it has a backstay that directly opposes the forestay and keeps the mast in column.
• It is more common on cruising sailboats and can be considered a more traditional way to rig a boat.

Some of the benefits of a fractional sloop are:

• It has a smaller jib and a larger mainsail than a masthead sloop, which can make it easier to manage and maneuver around a racecourse.
• It gives more control over the sail shape, because the forestay tension can affect the mast bend and the mainsail flatness.
• It is more popular among racing sailboats and high-performance boats, because it can adapt to different wind conditions and sail changes better than a masthead sloop.

Of course, these are generalizations and there are pros and cons to both types of rigs. The choice depends on your sailing preferences, plans and goals.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

How to find the right boat?

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

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

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

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

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

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

How to buy tickets?

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

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

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

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

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

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

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

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

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

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

Where to sit onboard?

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

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

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

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

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• Sailboat Guide

Allmand 23 (Hms 23)

Allmand 23 (Hms 23) is a 22 ′ 11 ″ / 7 m monohull sailboat built by Allmand Boats Inc.(USA) starting in 1975.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Also called HMS 23. Available with fixed or swing keel. Inboard power available as an option. Built in very small numbers. Dimensions from builders literature.

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• About Sailboat Guide

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