olle enderlein yachts

Practical Boat Owner

• Digital edition

“How I sailed around the world in my 32ft yacht”

• Jeremy Bagshaw
• February 15, 2024

The fifth finisher in the 2022 Golden Globe Race, Jeremy Bagshaw shares how he prepared his OE32 for a non-stop circumnavigation alone

At 32ft, Olleanna was the smallest boat in the 2022 Golden Globe Race fleet, but had the second longest waterline and was one of just five boats to finish. Credit: GGR2022/DD&JJ Credit: GGR2022/DD&JJ

How to sail around the world in a 32ft yacht

She was one of the saddest boats I’d ever seen, but her lines were beautiful.

Olleanna , an Olle Enderlein-designed OE 32 with a dark blue hull, caught my eye in a way that few boats ever have; it was love at first sight as I stared down at her from the dock at the Royal Cape Yacht Club in Cape Town.

In South Africa, we don’t see a lot of foreign designs other than the run-of-the-mill French production boats from Beneteau , Dufour and Jeanneau, so Olleanna stood out.

I started asking around and found she’d been entered in the 2018 Golden Globe Race by her Norwegian owner and skipper, Are Wiig.

Are was in fourth position in the race when he suffered a knockdown and capsized around 400 miles south-west of Cape Town.

Are Wiig sailed 400 miles under jury rig to Cape Town after Olleanna was dismasted in the 2018 Golden Globe Race. Credit: Eban Human/PPL/GGR

He was dismasted and the coachroof was damaged by the falling rig. He managed to erect a jury rig using twin spinnaker poles and sail unassisted to Cape Town showing true seamanship.

On arrival, she was eventually purchased by a local boatbuilder who repaired the structural damage and stepped a new rig.

It was at this stage I stumbled across her and the seeds of an adventure were planted in my mind!

It wasn’t long before I was researching the design and how Are had fared in the build-up to the Golden Globe Race and the first 8,000 miles of the race.

He’d sailed Olleanna up to the edge of the Arctic Circle and had set a record time for the return leg south along the Norwegian coast.

Over 200 hulls have been built in Denmark and Sweden since 1971 – Olleanna was Swedish-built in 1973 – and some of them had done remarkable voyages in the North Atlantic giving credibility to the legendary sea-keeping attributes of the design.

Craftsmanship

The Olle Enderlein 32 is a full keel , cutter-rigged cruising boat with the rudder hung off the trailing edge of the keel below a ‘North Sea transom’ sometimes more commonly known as a double-ender.

She has a generous waterline length of 8.38m (27ft 6in) on a length overall of 9.89m (32ft 5in) and a decent sail area/displacement ratio of 14.48 indicating a forgiving rig that is neither under nor overpowered for cruising.

The rudder of the OE32 is hung off the trailing edge of the keel below her North Sea transom. Credit: Katy Stickland

Displacement of a little over 6,200kg puts her on the heavier side of equivalent-length modern production boats but this is a comforting factor given the more severe weather conditions that will inevitably be encountered on a circumnavigation as opposed to coastal and short hop cruising that modern production boats of this size are designed for.

The designer hit a sweet spot with this boat and created a wonderful balance between performance in all weather conditions, comfortable sea-keeping qualities, seaworthiness and roominess below decks.

The best route to sail around the world

The route of my circumnavigation was the traditional tradewind route from west to east.

I departed from Les Sables d’Olonne, France, and sailed back there some 278 days later via the three Great Capes – Good Hope, Leeuwin and Horn.

As part of the race route, we needed to pass check-in points at Lanzarote, Cape Town and Hobart; we also had to leave Isla Trinidade to port, latitude 44°S to starboard while in the Indian Ocean and latitude 47°S to starboard in the Pacific Ocean, with a few modifications to allow rounding of Cape Horn at 56°S.

An early September start in France gives a small-boat sailor the best chance of passing into the Southern Ocean in the Austral summer and of rounding Cape Horn before the Austral autumn – and the greater possibility of inclement weather – sets in.

All halyards and reefing were at the mast. A basket kept the line tails stowed. Credit: Macmedia2021/Simon McDonnell

The first two months of the voyage were spent in mainly summery weather as we traversed the temperate and tropical regions with some tradewind conditions, but also a lot of squally tropical weather.

The voyager needs to be prepared for conditions that frequently change in direction and intensity. This requires a conservative approach to sail selection and watchkeeping strategy to minimise the risk of damage to the boat and sails.

After entering the South Atlantic, the effects of the constant west-east flow of air means that while conditions are more predictable, they are also more extreme.

Passage planning in this region is all about weighing up the pros and cons of sailing a shorter distance with bigger weather at higher latitudes versus warmer and probably milder conditions in the temperate zones with a good chance of contrary (easterly) winds.

Prepare for success

When planning to undertake any ocean passage, the better your preparation, the more enjoyable the sail is likely to be.

For a circumnavigation, and in my case a non-stop one, preparation was paramount given that I needed to be completely self-sufficient for 30,000 miles.

While I admittedly prepared my boat with a round-the-world race in mind, I accept that other sailors may have a different philosophy.

But having been one of only six starters out of 16 to finish, I believe that preparing a boat for racing may be a very good standard to work towards, even when you only intend to cruise.

When I bought Olleanna in December 2019 she was still showing all the signs of a boat that had suffered a knockdown and capsize, damage to the deck and serious water ingress .

I realized that I had a mountain to climb in terms of the refit.

My choice of boat was limited by a few factors, among them being affordability, availability and compliance with the 2022 Golden Globe Notice of Race.

Jeremy did a lot of the refit work himself. The yacht had a new Sparcraft mast. Credit: Jeremy Bagshaw

The OE 32 fitted neatly into the race requirements, albeit on the lower end of all the parameters.

I took some comfort in the fact that Suhaili , Robin Knox-Johnston ’s boat in the 1968 event, was also 32ft LOA although Suhaili displaced considerably more.

I also researched the causes of Olleanna ’s dismasting and after chatting to her previous owner, Are, I was comfortable that he’d been incredibly unlucky with a set of circumstances that conspired to knock him down in ‘one in a million’ conditions.

I was confident that I’d chosen a design that was fast enough to be competitive and robust and seaworthy enough to see me safely around the globe.

Olleanna ’s refit forced me to look at some of the conventionally accepted norms, especially in terms of sizing, durability, complexity and cost of equipment.

Olleanna ’s saloon, just days before the start of the 2022 Golden Globe Race; tennis net is to dry wet gear, act as another handhold and prevent objects sliding around the saloon floor. Credit: Katy Stickland

Upfront I decided to avoid cutting-edge new technology, anything I couldn’t either repair myself or do without if I wasn’t able to repair it.

I decided to over-size what I could without affecting the overall performance and to add strength to the deck and rig components wherever I could.

The second decision I made, which with the benefit of hindsight was critically important, was to introduce as much redundancy into every system as possible.

I tried to ensure that there was no way that the failure of a single component in a critical system would lead to the complete failure of the system.

A second pair of hands

Without a doubt, the most crucial part of passage making, especially for a solo sailor, is self-steering ; it is invaluable.

The correct system for your boat will steer 24 hours a day in all conditions, freeing the skipper up to get enough rest, keep well fed, keep a good lookout when necessary, attend to navigation, maintenance and a myriad of other tasks that need addressing daily on board.

The Golden Globe Race rules permitted only the use of windvane self-steering systems in keeping with the ethos of the original 1968 race.

There are several windvane self-steering manufacturers but competitors needed to submit reasons for selecting one that was not on the approved list.

There were two elements to this process.

Windpilot Pacific kit. Credit: Jeremy Bagshaw

Cynics might say the fact one manufacturer of an approved system was also a race sponsor had something to do with this, but the reality is that the 2018 race proved beyond doubt that some manufacturers produce more robust systems suited to the rigours of a non-stop circumnavigation than others.

The failure of self-steering systems was the single biggest contributor to retirements in both the 2018 and 2022 events.

Windvane self-steering systems can be roughly divided into two categories; those units that steer the vessel using the vessel’s rudder by means of a servo-pendulum arm, and those that steer the vessel using an auxiliary rudder while the vessel’s rudder is fixed in position to compensate for lee or weather helm.

Both systems have their pros and cons and some are more suited to certain transom types and boat handling characteristics than others, so choosing the best system for your boat is not always a simple matter.

I selected a Windpilot Pacific unit for Olleanna for a few reasons: it’s a relatively light system weighing in at 20kg excluding the bracket I had manufactured to attach it; the entire unit is accessible from the deck and there is no need to climb over the transom to repair or service any part of the unit.

The only damage to Jeremy’s Windpilot Pacific self-steering gear was two broken plywood windvanes, which were easily replaced. Credit: Jeremy Bagshaw

It’s a servo-pendulum system that uses the vessel’s rudder (with a large surface area) to steer the boat; it is an intrinsically simple but robust unit with few parts that could fail; it is a simple matter to replace or repair any part in the safety of the vessel’s cabin by removing the whole unit by releasing two bolts; in the event of a knockdown, the servo-pendulum arm does not come up against stops and potentially break, but rather can swing through a very large arc unhindered; it is incredibly powerful, exerting some 200kg force at the tiller enabling it to cope with enormous loads.

With the benefit of having sailed with the Windpilot for over 40,000 miles in 14 months, I can confidently say it was one of the best decisions I made.

The unit steered perfectly in all conditions (except for drifting conditions with a big swell), even when I was forced to sail under bare poles for up to 48 hours at a time.

The only damage I suffered was two broken plywood windvanes when extra large waves smashed over the stern and it was a two-minute job to replace the blades with spares!

Rig and standing rigging to sail around the world

While it’s possible to improvise in many cases of gear failure and to continue sailing without too much inconvenience, the loss of a rig usually spells the end of the voyage.

At best you can set up a jury rig from leftover pieces of spars, at worst you may need to be rescued.

With this in mind, I was very diligent with Olleanna ’s rig. I was fortunate in that after Are’s dismasting, the next owner purchased a well-specified section from Sparcraft Cape Town.

I went to chat with the extremely knowledgeable engineers there and together we decided on some enhancements that could make an already strong rig even stronger and more suitable for my circumnavigation.

A displacement of just over 6,200kg makes Olleanna less prone to weather-induced damage than lighter, equivalent-length modern production boats. Credit: Macmedia2021/Simon McDonnell

The cap shroud attachment points were changed from conventional ‘T-ball’ slots to bolted-through and welded tangs that took appropriately sized fork fittings.

The forestay tang was upsized and fitted with a stainless steel grommet.

The vulnerable slots that take the forward and aft lowers had doubler plates fitted around them to absorb and spread the load in this area.

In the 2018 race, the eventual winner, Jean-Luc van den Heede, had two of his lower shrouds tear deep grooves into the mast, effectively making the shrouds too long and causing the middle of the mast to be unsupported.

He was able to make a jury rig to repair the worst of the damage.

Avoiding chafe

I specified twin spinnaker pole topping lifts and given the large arc that the lifts potentially travel through, we had a cage fitted to the front of the sheave box to act as a frictionless guide and prevent chafe.

I wanted to have my genoa halyard on a rack to relieve pressure on a clutch or other cleating arrangement and also to prevent having a whole halyard floating around the foredeck and serving no purpose.

We decided to go with a wire halyard and so replaced the traditional halyard sheave with one for use with a wire halyard.

Sparcraft also suggested reinforcing the gooseneck fitting and through bolting the running backstay attachment points at the second spreaders.

The Watt & Sea hydrogenerator worked well as long as the boat speed was 4 knots or more. Credit: Jeremy Bagshaw

We made up a lighter whisker pole that fitted the foot length of both the staysail and the storm jib rather than using a spinnaker pole with the increased risk associated with trying to manoeuvre a long pole in brisk conditions.

This whisker pole saw many thousands of miles of service in the Southern Ocean.

We also made up oversized spinnaker pole stowage fittings which were bolted to a backing plate below decks.

These fittings were made to be used as the bases for a jury rig as well.

The last enhancement was an idea pinched from modern cruising catamaran rigging. It was a combination step and also a basket to stow all halyard and reefing line tails.

Olleanna had brand new running rigging; only a spinnaker halyard and spinnaker sheet needed replacing during the 32,000-mile race. Credit: JL Lhomond

I decided to keep all halyards and reefing at the mast rather than bring them back to the cockpit and the resulting halyard tails can be hard to keep tidy without a storage solution.

The step also gave me the extra height needed when attaching the main halyard to the head of the mainsail which stacks quite high with five full battens and meant I didn’t need to balance precariously to reach it.

We decided not to have a moveable/adjustable spinnaker pole mast side fitting, opting instead for simplicity and two fixed rings at carefully calculated heights.

I also specified a Profurl roller furler one size up from the manufacturer’s recommended size.

I believe that the combination of all of the above gave me a completely hassle-free rig experience.

There’s always the weakest link in any chain and in my case it was a weld on the forestay stem fitting/chainplate that sheared 800 miles from the finish, leaving me unable to fly a genoa or sail upwind in variable conditions with only a staysail.

Cockpit drains

A large part of preparation is anticipating things that could go wrong but are outside your range of experiences.

This is where preparing a cruising boat according to the requirements of a race makes sense.

The regulations have often been formulated from a very broad base of experience in real-world situations.

One of the Golden Globe Race requirements was that the cockpit must be able to drain very quickly if filled by beam or following seas.

Buy the best base, mid and outer clothing layers you can afford. Jeremy wore North Sails Offshore gear and stayed dry in storms. Credit: Riaan Smit

On Olleanna , we exceeded the recommended cockpit drain volume by around 50% which proved to be a good move on the few occasions where I was swamped.

With a boat that does not have a cockpit open to the transom, it is critical to get any excess water back overboard as quickly as possible.

As we all know, one cubic metre of water weighs a ton and even a small cockpit like Olleanna ’s could easily hold 400kg of water which very definitely impacts the boat’s handling at a critical time.

Designed-in redundancy

These are all the systems on Olleanna that were designed to provide backup in the event of failure of a component of the main system.

• Twin mainsheet system: not only does this provide additional control during manoeuvres but it also gives great control over mainsail shape and if one fails, there’s another already in place.
• Watt & Sea hydrogenerator and solar PV system : to keep batteries charged to power onboard systems it’s necessary to have a regular or constant charge. On a circumnavigation, you’re often in areas where there is significant cloud cover or even when there is adequate sunshine, the course you’re sailing (usually west to east) means that the boat’s PV system is often shaded for a large part of the day. To compensate, you can use a towed or transom-mounted hydrogenerator. I used a Watt & Sea 300W Long Leg Cruising unit which kept a steady incoming charge whenever boat speed was 4 knots or more.
• Twin spinnaker poles and pole topping lifts provided redundancy if one was damaged or lost.
• I used twin foreguys (spinnaker pole downhauls) for the same reason. These also doubled up as gybe preventers, attaching quickly and easily to permanently rigged preventer lines on the boom. Twin halyards for spinnakers, genoa and mainsail made changeover an easy and risk-free process.
• I did not have a furling drum on my inner forestay and instead used a hanked-on staysail and storm jib; in the event of a failed furler, I’d still be able to set foresails. This wasn’t always convenient, and changing down from staysail to storm jib usually involved getting pretty cold and occasionally wet!
• A tiller comb was traditionally used on Pilot Cutters and the like to provide another ‘pair of hands’ to hold the tiller when the skipper needed theirs! When sailing short-handed, you can never underestimate the value of being able to leave the helm, even for short periods, to attend to other matters and your self- steering may not always be available to take over. My tiller comb was effectively my third crew member and was used extensively in conditions where the wind was too light for the windvane to be effective when motoring, or when I had my Windpilot off the transom for servicing.

Shelter from the elements

There’s an old saying that ‘it’s easier to stay dry than to get dry’ and this is never more true than in the high latitudes where getting wet can have serious comfort, health and safety consequences. Essential to the principle of staying dry are a few considerations.

• Clothing: get the best gear you can afford. Base, mid and outer layers need to be carefully considered. Merino wool products have become the default gear for base- and mid-layers. Warm and light, they also have the most desirable property of not retaining any body odour! Outer layers are equally important and this technology has advanced hugely in the last decades with many brands using industry-leader Gore-Tex fabric. I used North Sails Offshore gear over South African Core Merino base- and mid-layers and even in the most miserable conditions, I stayed completely dry and warm.
• Footwear: like the head, if your feet are wet and cold the rest of the body will not be comfortable. Choose sailing boots that are high enough to prevent ingress when working in the scuppers, and have good non-slip soles. Make sure they’re a few sizes bigger than your normal deck shoes so they can be slipped on over a couple of pairs of socks in a hurry. Leather looks great, but rubber/plastic uppers are more waterproof and require less maintenance. •
• Spray dodger/hood and cockpit tent : never underestimate the importance of this piece of deck gear. It provides a sheltered spot for you to stay in touch with conditions on deck but without having to subject yourself to the full force of the elements, especially in a smaller boat where the cockpit is naturally more exposed. The cockpit tent enclosure is a wonderful addition to the standard dodger, especially when sailing downwind for extended periods with rain and following seas as it allows you to keep the companionway washboards stowed and airflow and connection with the outside. There are pros and cons to having the spray dodger constructed from fabric over a folding stainless steel frame or from rigid materials like plywood etc. With the benefit of hindsight, I’d opt for the hard construction next time.
• Ventilation: condensation is a real factor in higher latitudes , especially when sailing with more than one crew on board. Mould will develop in every nook and cranny aboard. The key to minimising this is good insulation and decent ventilation.
• Heating: in the higher latitudes it is cold. Managing it for the comfort of the crew can be as simple as dressing with more layers or as sophisticated as installing solid or liquid fuel heaters . In a small boat, space and weight are constant considerations and taking extra fuel for heating can be a challenge. I opted for the simplicity of just wearing more layers and having a very well-insulated sleeping bag – less weight, less to break and no chance of carbon monoxide poisoning.

Sails and running rigging to sail around the world

It may seem obvious but sails are the boat’s engine and consequently a critical component of a successful passage; this often doesn’t hit home until sail damage affects the ability to make proper way.

I paid particular attention to the positioning of reef points on my mainsail and the construction of tack and leech patches where loads are higher than normal.

Essential for me was when using a second reef, the head of the sail should be below the level of the running backstay attachments so I could have both runners tensioned during gybes and tacks.

The tiller comb was effective in light winds. Credit: Katy Stickland

I also decided against a storm trysail but rather had a very deep third reef and this served me well up to around 40 knots apparent.

After that, I was usually under bare poles!

My storm jib saw much active service from around 35 knots apparent when the staysail became too big.

Under triple reefed main and storm jib, Olleanna was reasonably comfortable up to around 40 knots.

I also specified a slightly higher clew on my yankee-styled genoa to give me a better view under the sail from the companionway and a better lead for poling out the sail when going downwind without having to re-route the sheets over the guardwires.

When sailing downwind in bad weather, Jeremy made plenty of use of the cockpit tent. Credit: Jeremy Bagshaw

All little details, but they made sailing easier and safer. I started the race with a brand new set of running rigging .

I replaced every halyard, reefing line and sheet. I kept the set that had around 10,000 miles on it as spares and was very careful to label each line that I removed and replaced so that it would be easy to identify a replacement in a hurry.

As it happened, on the whole 32,000-mile voyage, I replaced only a single spinnaker halyard and a spinnaker sheet that had a small amount of chafe developing .

Communication

Keeping in touch with the outside world during an extended passage has become something we all expect these days.

With everything from HF and VHF radio to satellite communication and Starlink connectivity available at ever more affordable rates, there is not much to debate on this topic.

I could help her by moving my human ballast to leeward. I particularly liked Veronique ’s ability to hold a steady course.

Continues below…

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What I can say though, is that as a committed satphone and email aficionado, I was pleasantly surprised at the ease of use and practicality of my old Icom M802 set, which was installed with a backstay antenna and an automatic tuner.

I had no choice in the selection of HF as my primary communication tool as it was part of the race rules, and I was initially quite sceptical as to its usefulness.

But having chatted to shore stations and other yachts over distances of many thousands of miles, free, I can safely say I’m convinced that HF radio has a purpose and a place on board cruising boats today.

Training is key before you sail around the world

Before embarking on a solo voyage where you need to be very self-sufficient, it’s a good idea to brush up on some skills. •

• Celestial navigation : if the boat suffers complete electrical failure, you’ll be glad you took the refresher celestial navigation course. Although we were compelled to use sextants as our sole source of establishing position, it is something I’ll incorporate into my passage making routine in the future.
• Medical: while the chances of picking up viruses out at sea are almost nil, injury is always a possibility. Medical help is probably many days away, so the crew must be proficient in advanced First Aid. Having a good physician on call via satellite phone is another good option and several companies offer this service.
• Mechanical: Although we all put to sea in sailboats, with auxiliary power, it is inconvenient when facing a recalcitrant engine and almost flat batteries! The crew must be able to resolve basic engine issues as this can be the difference between negotiating a tricky safe haven entry and having to stand off a lee shore in foul conditions at the end of a long passage. Muck in a fuel tank will quickly make its way into filters and diesel injectors so the crew should have an intimate knowledge of the vessel’s fuel system.

Is a 32ft monohull an ideal boat to sail around the world with? The boat you have is the best one to circumnavigate with!

If it’s on the smaller side, like a 32-footer, then preparation becomes that much more important.

Smaller boats are more susceptible to weather-induced damage than boats with heavier displacement and longer waterlines but a larger-sized vessel is no guarantee of a successful voyage.

Prepare well, route conservatively, be patient and be respectful of the power of nature and you’ll give yourself the best chance.

Many sailors have successfully circumnavigated in smaller vessels, so don’t let that be a reason to not set out on the voyage of a lifetime.

Enjoy reading How to sail around the world in a 32ft yacht?

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HALLBERG-RASSY

• FILES & DOCUMENTS

202 UNITS FROM 1977 - 1986

202 units of the Hallberg-Rassy 38 were built during 1977 - 1986. She was the very first Hallbeg-Rassy with the blue stripe around the hull. That came to be one of many iconic Hallberg-Rassy features. Hallberg-Rassy 38 is built for pleasant sailing and a comfortable life on board. This thoroughbred cruiser design is a well built yacht for the recreation of your family and friends.

WELL LAID OUT INTERIOR

The interior is well laid out. She has got the volume and displacement to carry everything a fair sized crew needs to bring for long passages at sea, including plenty of stowage for stores and personal belongings, plus a large water capacity.

GOOD VOLUME

The high freeboard and low superstructure design gives you good volume below and a large deck. Olle Enderlein has designed a fine yacht, perfectly balanced under all conditions. With a long keel and separate skeg and rudder, he has combined the traditional long keel and the modern fin keel types. The hull is in solid fiberglass.

TRADITIONAL CRAFTSMANSHIP

The Hallberg-Rassy 38 is built at a yard dedicated to building high quality cruising sailboats. She is built by men and women with generations of boat building in their blood and who have long lived with the sea an the Swedish west coast. All the boats are a masterpiece in mahogany and teak. The finish is the trademark of traditional craftsmanship.

HALLBERG-RASSY 38 DATA SHEET

FILES AND DOCUMENTS

Design: Olle Enderlein

Built: 1959

Builder: Grönsta

Original Owner: Ola Wettergren

LOA: 15.75m / 51’8”

Beam: 4.20m / 13’10”

Draft: 2.10m /7’2”

Displacement: 17 tonnes

Hull: Mahogany planking (glued) on laminated oak frames

Deck: Teak on ply

Engine: Volvo 55hp

Current Location: Brittany, France.

From the Yacht Broker's website:

DIONE was built over two years, between the autumn of 1957 and the spring of 1959, for the then commodore of the Royal Swedish Yacht Club, Ola Wettergren. The lead designer was Olle Enderlein with significant input from Rod and Olin Stephens who were good friends of Ola Wettergren. It is no coincidence that DIONE has striking similarities to Anitra, designed by Sparkman & Stephens and the only Swedish yacht ever to win the Fastnet race.

She was built in the Grönsta Yard at Lidingo, just outside Stockholm and only ¾ mile from Ola Wettergren's house. Supervised by Mr Schold, the work was carried out by three, sixth-generation Estonian shipwrights and two Swiss cabinetmakers. Her hull planking is glued, all cut from a single Honduras mahogany tree, and fixed to laminated oak frames. The deck is teak on a plywood sub-deck. The original spruce spars were replaced with aluminium in the late 1970s. The turtle-back coach-house and hatches are teak and much of the fine interior is in walnut.

At one time DIONE was surveyed by Gustaf Plym of the Swedish boatbuilders Bengt Plym, who built many beautiful wooden boats, including Capricia and Baracuda . He wrote that DIONE is one of the best built wooden boats in the world. In his report he said: “as may have been noted I have found it difficult to avoid becoming enthusiastic about DIONE. I dare say that in my 40 years of dealing with yachts I can remember few, if any, occasions when I have come across anything like her, taking into account that she is 21 years old. I am convinced that there are no possibilities to build a yacht like DIONE in Sweden today.”

In a later survey, Mr M G Duff writes: “when one’s criteria are normal healthy design, exceptional beauty and unique standard of construction there are very few yachts to consider. DIONE is an outstanding example and we have absolutely no hesitation in highly recommending her.”

In 1961 and 1963 Ola Wettergren was captain of the Swedish Admirals Cup team and brought DIONE to the Solent to race against the likes of Stormvogel, Zwerver and Outlaw. Following those appearances in the UK she features twice in the 1964 Beken book “beauty of sail”. In the Baltic during the 1960s and early 1970s DIONE and Ola Wettergren had a hugely successful racing career, winning the Round Gotland on several occasions, amongst more than 75 challenge trophies.

DIONE was designed not only to race but also as a yacht to take the Wettergren family on their summer cruises around the Stockholm Archipelago. Full size mock-ups of the interior were made at the Wettergrens house to ensure all aspects worked perfectly. Ola Wettergren writes: “for example the bunk high up was a bit too low so the girls could not sit in the bed and make their hair so I lowered it a bit.”

An interesting feature of her interior is the saloon table, which has inlay work depicting the Vasa (or Wasa), the Swedish warship built for the king that capsized and sank within 300m of the quayside on 10th August 1628. The wood used was given to Ola Wettergren by his friend, Karl Franzen, who discovered the Vasa at the bottom of Stockholm Harbour in 1954. The wood was part of a “plug” brought to the surface before the ship was raised. The other vessel depicted is the Pamier, one of the last, great, grain square riggers.

DIONE remained in her original ownership until 1976, when she was sold to Ireland. She cruised extensively, including to the south of France. In 1981 she was sold again and moved to Scotland, with cruises to Ireland and the Cantabrian coast of Spain.

In 1988 DIONE was purchased by Howard Bryan, who, with his family, cruised extensively in Scotland, Norway, Ireland and the Baltic. He took DIONE back to Stockholm on two occasions to race in the Round Gotland and other classic yacht regattas.

In 2000 she won the Scottish Offshore Championship against all comers.

In 2001 Howard Bryan and his family sailed her non-stop from Largs to northern Norway, to visit the Lofoten Islands.

In December 2004 DIONE was purchased by Jeffrey Streule. Over the winter and spring of 2004/05 she underwent a major refit. Due to a change in the owner’s plans DIONE is now very reluctantly for sale.

With her striking design and varnished mahogany hull she really is a fabulous classic yacht, attracting attention wherever she goes. Owning her is an exceptional experience.

CONSTRUCTION

DIONE has a conventional long keel displacement hull form with a lead ballast keel. The rudder is hung the full depth of the vessel.

Mahogany planking (glued) triple fastened to laminated oak frames.

Galvanised steel floors

Oak backbone with iron ballast keel

Teak deck on ply sub-deck

Hatches, coachroof, etc. In teak.

Interior in teak and walnut

DECK LAYOUT

DIONE has an incredible deep and well protected cockpit, her first owner was mindful of his family's safety while cruising as well as his racing crew. The coamings and deck joinery are teak along with her deck hatches and stylish dog-house - which is reminiscent of Sparkman & Stephens boats from this period.

The cockpit is split between crew area and helmsman's area with a basic bridgedeck, mainsheet blocks, compass binnacle and ship's wheel.

The cockpit lockers are deep (Avon dinghy stored port side) - there is a cockpit table, which when deployed could sit six comfortably and an occasional drinks table for the aft deck.

DIONE's side decks are wide and her mid and foredeck are uncluttered. Three deck hatches have covers to protect the brightwork and she has three dorades mounted on teak boxes. A liferaft is also stowed mid-deck.

ACCOMMODATION

8/9 berths in 4 cabins

Entering below deck through the companionway the dog-house or pilot house accommodates a full size chart table with endless storage drawers and quarter berth situated aft. To port is the galley with a Force Ten gas cooker and oven (new 2005). The galley area has plenty of storage space for plates and utensils. Hot water from the engine calorifier with an immersion heater provides pressurised hot water to the galley and the heads. There is a very large fridge door loading and stainless lined situated under the chart table.

The main saloon is mirrored port and starboard with comfortable settees either side of the saloon table - there is a pilot berth outboard of the settee to port and a very neat fold down berth with sprung mattress to starboard. The joinery is walnut and the deck heads are painted white making the entire boat feel warm and light.

The wc / heads and shower compartment were cmpletely refitted in 2005/6. There is a new Taylors Baby Blake toilet, custom-made shower tray, vanity mirror and wash basin - stunning teak joinery.

DIONE's forward accommodation is made up of another two separate cabins; the first one was designed to sleep 4 in racing mode and has twin bunks port and starboard with much drawer and locker space. The forepeak actually comprised of a V-berth and anchor locker; this space currently has sheets neatly stowed and is ideal for sail stowage, or extra accommodation when the boat is fully crewed.

DIONE has Eberspacher heating with vents throughout the boat including the largest hanging wardrobe.

Volvo MD22, 55hp (1989/90)

Hydraulic gearbox

Two-bladed fixed prop

Fuel tank - 100 gallons

Water tank - 100 gallons

Dedicated engine start 12v battery

Separate crank-shaft mounted alternator serves 24v system for all other applications

4 x 70 amp/h domestic batteries

RIG AND SAILS

Currently sloop rigged (originally a yawl).

Proctor alloy mast 1979

Harken furling headsail system.

Alloy spinnaker pole.

The single main-sheet, 2 primary and 2 spinnaker winches are new (2005) all stainless steel, self-tailing Andersen winches (fabulous!)

Fully battened main - Saturn Dacron 1991

Yankee - Saturn Dacron 1995

Genoa - Saturn Dacron 1993

Spinnaker - Saturn nylon 1992

Please note that DIONE has a new sail number, GBR 1959l, and the existing sails bear the old number, IRL 1.

ELECTRONICS

• By helm position

Dateline depth

Dateline speed

Dateline wind

• Below deck

Phillips GPS

Neco autopilot

Stowe interfaced log/speed/depth/wind

EXTRA EQUIPMENT

Electric windlass

Avon tender with Yamaha Malta outboard

Boarding gates and steps

Drinks table for aft deck area

Crockery, cutlery, etc.

Canvas sun/winter cover

2005 / 2006 REFIT

The following work was carried out or items purchased new in 2005 or 2006.

New stainless steel cowl vents (US import)

Rebuilt dorade boxes

New Perspex windows

Re-chroming of coach-house window frames

Five stainless steel Andersen winches

Four Andersen stainless steel genoa blocks/cars

Mainsheet and genoa sheets (“classic” hemp coloured 16-plait polyester) removal, galvanising and re-fitting of steel floors in way of mast step

Waterproof cockpit cushions

Covers for forehatch and two deck hatches

New upholstery throughout

Force Ten cooker with new Corgi compliant gas installation

Taylors Baby Blake deluxe toilet

Bespoke shower tray

Plus numerous jobs of repair, maintenance and improvement.

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• Sailboat Guide

Rasmus 35 is a 34 ′ 6 ″ / 10.5 m monohull sailboat designed by Olle Enderlein and built by Hallberg-Rassy between 1967 and 1978.

• 5 / 5 Pula, Istria County, HR 2020 Rasmus 35 $1,060,000 USD View

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)

From BlueWaterBoats.org :

The Rasmus 35 is often dubbed as the first production sailboat to come from Hallberg-Rassy, a name that’s become one of the most respected and prestigious in the world of cruising yachts. With a design from Sweden’s Olle Enderlein that was well ahead of its time in the late 1960s, the boat has enjoyed a large following with an incredible production run of 760 hulls spanning 12 years.

With its full keel and center-cockpit layout the boat was designed for long distance cruising from the outset. Rig options came in both ketch and sloop configurations, and of particular note is her well protected cockpit which featured a fixed windscreen which was a trendsetting innovation in its day.

Through the years the Rasmus 35 has proven herself with numerous and regular circumnavigations under her name and continues to be a practical choice for extended voyaging, able to swallow large amounts of gear and accommodate a decent crew count without being cramped. Also a trademark for Hallberg-Rassy is a generously sized engine which makes cruising life a little easier.

The Rasmus, being the German name for “God of Winds”, could be said to be a Swedish and German creation. Originally drawn in 1966 by leading Swedish yacht designer, Olle Enderlein, the boat was built by German expatriate, Christophe Rassy, in 1967 when he founded his boatbuilding business in Kungsviken on the old premises of the Hallberg boatyard who had moved on to larger facilities. The first two boats were built entirely of mahogany, taking a full year to build before production moved onto fiberglass molds by hull #3.

The boat was considered quite large at the time as well as being innovative with its fixed windscreen and powerful engine. With the Rasmus 35 being well received, by 1972 Rassy expanded his operations by buying the Hallberg boatyard from Harry Hallberg who was at that point looking to retire. Since the Hallberg brand was already well-known in Sweden, with four designs in production, Rassy adopted it in forming the new Halberg-Rassy name.

Production of the Rasmus 35 continued through to 1978 with a total count of 760 hulls. In the United Kingdom versions of the boat were called the NAB 35 and although the hull moldings were from Sweden they were fitted out by British builder Reg Freeman Yachts. These boats featured a more substantial wheelhouse shelter.

Probably the yacht’s most defining trait is its ample stowage and accommodations spanning three separate cabins in a centre cockpit layout – not bad for a 35 footer. The mahogany interior would have you want to check twice to be sure that the boat is fiberglass from belowdecks.

Each cabin features two berths accommodating a total crew of six in relatively spacious comfort, something rare to find in a 35 footer. In the forepeak are twin v-berths, further aft is a separate head with a locker area opposite. The main saloon features a large seven foot dinette which can be lowered to form a double berth. Opposite this area is a well equipped galley.

The separate aft cabin, which always provides a well appreciated luxury of privacy during extended passage-making, must be accessed externally from the center cockpit. It holds two berths which can be set up as a queen bed or two singles.

The cockpit not only being well protected due its center location, has a fixed windscreen, and additionally the cockpit could be optioned with a fixed ceiling instead of the standard folding dodger for further protection.

Construction

Apart from the original two Rasmus 35s built entirely from mahogany, the hulls were of solid laminate fiberglass with molded in longitudinal stringers and molded fiberglass tankage. The deck and cabin house is of fiberglass cored with one inch thick polyvinyl foam which has merits for lightness, stiffness not to mention acoustic and thermal insulation. Mating the two in the area of the hull to deck joint are many layers of overlapping fiberglass laminate on the internal corner of the hull and deck. On the exterior of this area the two moldings form a bulwark which is sealed with plastic filler and topped by a teak cap rail.

Iron is used as ballast, the 5,500 pound casting is encapsulated in fiberglass, and the rudder stock and fittings have been cast in bronze. All workmanship in the hull, deck, rudder, and chainplates were of high quality, enough to meet Lloyd’s standards.

Early Hallberg-Rassy models prior to German Frers’ designs from 1989 onwards were known to be solid, sea-kindly but a bit slow, and the Rasmus 35 is no different. Due to her narrow beam she rolls a little more than most and she suffers from excessive leeway drift when sailing to windward due to her short 4′ 3″ keel – particularly beyond 15 degrees of heel. Owners report that better progress can be made by sailing faster and flatter to the wind, throwing in tacks through 110 degrees than to go too close-winded. Of course Hallberg-Rassy’s tradition of having powerful engines fitted is always helpful for extended windward passages and reassuring in a storm. In this case the Volvo-Penta MD21 diesel is rated at 75hp but we also note in real world circumstances where the output must be sustained the MD21 can only manage 42hp.

Link, References and Further Reading

» Review of the Rasmus 35 by Blue Horizons Sailing » The official Halberg-Rassy website, information on the Rasmus 35

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Enderlein cruiser racer “Ballerina”

Swedish clear varnished classic beauty in very good condition built in 1961 by Tore and Ante Larsson, one of the best yachts of Sweden in that time. Designed by the famous Swedish designer Olle Enderlein, which is a guarantee for good sailing performance.

With teak deck and self draining cockpit is a seaworthy yacht. Winner of the Gotland Runt in the sixties and many other races. Comfortable and roomy cabin, standing height 1.80 m, 4 sleeps and small kitchen with cooker, chart table, sink and cool box. Comes with very complete set of sails in good condition.

The Ballerina underwent a big refit recently, where she was provided with a new engine bed, Yanmar diesel engine 2 GM 2 cyl 16 HP. This boat is a rare yacht with very fine lines and built with the best materials. Be surprised by her looks, a ship like this is seldom found in such a good condition. Must be seen!

Boat type: Classic S-Shape cruiser racer

Class: Sea cruiser Enderlein ‘Ballerina’

Designer: Olle Enderlein, Sweden

Built: In 1961 by Tore and Ante Larsson, Kungsviken, Sweden

Dimensions: Length 10.25 m. wide 2.50 m. depth 1.50 m.

Weight:  Total 3000 Kg. Iron ballast 1550 Kg.

Material: Honduras mahogany on oak frames.

Deck: Teak deck on plywood with oak deck beams.

Mast and boom: Wood pine mast and boom with stainless steel rigging, height 14 m.

Sail area: Standard with jib 32m₂.

Sails: Main 2x, Genua 2x, jib 2x and Spinnaker in good condition

Engine: Inboard Diesel, Yanmar 2GM 16 PK revisited 2018.

Cabin: With 4 berths, mattresses, cooker, sink, chart table, cool box. Standing height 1.80 m.

Cockpit: Mahogany and teak, with traveler and 6 seats.

Equipment: Sail covers ,cockpit cover and overall cover(2015), anchor, fenders, bilge pump, etc.

Extras: Compass , shore supply, Internal lights, battery 2x, guardrail, depth sounder.

Location: Kudelstaart, The Netherlands

Price: SOLD

Classic S-Shape cruiser racer

Sea cruiser Enderlein 'Ballerina'

Olle Enderlein, Sweden

In 1961 by Tore and Ante Larsson, Kungsviken, Sweden

Kudelstaart, The Netherlands

Past projects

OE 32 similar search results:

DEHLER 36 CWS

BAVARIA 30 CRUISER

The oe 32 shown below has been sold:.

Sales information

• De Valk Monnickendam The Netherlands
• +31 299 65 63 50
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Broker's comments.

Beautiful S-shaped, canoe stern OE 32 "Lorbas", designed by Olle Enderlein, a yacht with great manoeuvrability in the smallest port or near shores due to her draft of only 1.50 m. Easily handled by the smallest crew under practically all weather conditions. Bukh DV36 36 hp diesel engine of 1997.

General - OE 32

OE 32 "Lorbas", built in 1976 by Sundeved Yachtvaerft in Sonderborg - Denmark, designed by Olle Enderlein, dim.: 9,89 m (Lwl 8,40 m) x 3,18 m x 1,50 m, GRP hull and superstructure, deck: balsa cored sandwich + teak deck, osmoses treatment in '95 (VC-Tar2), hull painted in '95, anti-fouling '04, Perspex windows in aluminium frames, S-shaped dark blue hull, long keel, displacement: approx. 5,8 tonnes, ballast: approx. 2,5 tonnes (lead in keel), fuel tank: 80 litres (under pilot berth), fresh water tanks: 120 litres (under saloon floor) + 90 litres (in front), tiller steering.

Accommodation

Classic mahogany interior, saloon + front cabin + pilot berth, 3 (+2) berths, headroom: approx. 1,80 m, marine head with wash bowl and a manual under water toilet, Wallas 3000D diesel heating '96, water pressure by foot pump, galley with Frigoboat fridge '03 + Taylor stove with oven (paraffin).

Bukh DV36 36 hp diesel engine of 1997, Vetus Bullflex flexable gearbox, intercooling, three bladed bronze propeller, propeller shaft s/s, tachometer + oil-pressure gauge + temperature gauge, warning lights for: battery charging + oil pressure + cool water, acoustic alarm for oil- and water pressure, 2x fire extinguishers (must be inspected), Jabsco 1750 bilge pump, electric circuit: 12v/220v, batteries: 1x start of 85 amp + 2x light gel batteries of 100 amp '03, shore power, Mobitronic 25 amp. battery charger of '00.

Sestrel Major compass + hand bearing compass, Autohelm ST50: echosounder + log + wind set: speed + direction, Sailor VHF C402 with Atis, Garmin 126 GPS, Sirmad TP30 autopilot, stereo with CD player.

Sprayhood, cockpit cover, winter cover, cockpit table, manual windlass, CQR anchor 16 kg + 60 m anchor chain + anchor 15 kg with rope, boarding ladder, two wired sea railing s/s, fenders, radar reflector, Wempe clock + barometer + hygrometer/thermometer. Seacocks replaced in '97 + '99, teak wooden rubbing strake replaced in '96, pull and push pit s/s, push pit with extra connection for second fore stay.

Sloop rigged, Proctor aluminium mast, fittings s/s, standing rig s/s, Haase furling system, sails: Elvström Mainström XL Cruising battened main sail 23,5m2 with Elvström maindropsystem and Lazy Jacks of '01, furling genoa 38,2m2 + jib 19,5 m2 + storm jib 9,4 m2 + spinnaker 65 m2, Selden boomvang, Lewmar winches: 2x 43 + 1x 25 + 2x 16 + 1x 8, spi pole.

BAVARIA 34-2

JEANNEAU SUN ODYSSEY 35

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By Valerie Hopkins and Andrew E. Kramer

• Feb. 21, 2022

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