dehler yachts any good

Yachting World

• Digital Edition

Dehler 30 yacht test: This one-design racer has a real double appeal

• Matthew Sheahan
• May 20, 2020

An award-winning offshore blaster, the Dehler 30 is many things to many sailors. But can a short-handed one-design racer-cruiser really tick so many boxes?

Product Overview

Manufacturer:, price as reviewed:.

Talk to those who have switched to short-handed offshore racing and you’ll be hard pressed to find many who want to go back to a weather rail stacked with crew. It’s not that they’ve suddenly realised that they don’t like sharing the experience with others, or that the boat just feels cluttered below, but that it is just more satisfying sailing two-up . Plus, it’s often a lot cheaper. It’s these two factors above all that surely explain the increase in popularity in this kind of sailing.

Yet, unlike the moment when we realised that planing sportsboats were a lot more fun than the tubby lead mines of the day that rolled downwind like metronomes, or the sudden realisation that gybing an asymmetric spinnaker was no harder than tacking a jib, the growth in short-handed offshore sailing has been more gradual. And it is also building from another corner of the sport as the momentum for the new Olympic offshore class in 2024 gathers pace.

As the plans for Paris 2024 are now starting to take shape, where mixed gender entries will be a requirement, there is also a feeling that there will be opportunities for a wider range of age, experience and crew weights. This has triggered a fair bit of interest among a broader group of sailors than normal. It has also drawn the attention of some of the world’s top builders as they look into producing boats that might tap into this new scene.

Perfect for two but with the capability for more, this is a comprehensively kitted out 30-footer that’s easy to handle. Photo: Hanse Yachts AG

Of course some, like Beneteau, have been in this space for a while with their Figaro range of offshore racers. Jeanneau has also been successful most recently with its SunFast 3200 and 3600 models, with the new Sun Fast 3300 starting to make an impression as well. Other builders like JPK, J/Boats and Pogo have also been successful in developing interesting boats in this area. And now one of the latest to step into the ring is Dehler.

Well known for its innovative approach to design along with a racing heritage that stretches back to the 1980s when boats like the DB1 put it on the map, the German production builder has launched a 30ft offshore pocket rocket that appears to be aimed straight at the short-handed world. It is a boat that ignores handicap rules like IRC and focuses instead on creating a strict, high performance, offshore one-design.

But let’s get one thing out into the open from the start: this is a boat with an identity crisis. Look at the pictures and study the detailed deck layout and spec and it is easy to see that this is a well thought out, comprehensively equipped racer. Yet study the interior layout and overall style and the message is that while it’s a modern, quick 30-footer, it’s also designed to be a sprightly family cruiser. So can it really be both?

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When viewed from the outside, the Judel/Vrolijk-designed Dehler looks every bit the racer. The reverse profile bow and the heavily chamfered topsides/gunwale that extend forward from her chainplates give the look of a smaller version of a number of well known racing machines – the Fast 40+ Ran , countless Class 40s , or even the previous Hugo Boss IMOCA 60 spring to mind.

Offshore style

When viewed from dead ahead the rounded, full-sectioned bow and a hard turn of the bilge from slab sided topsides to flat underwater sections are further indications of the modern offshore style. And then there’s the fixed bowsprit off which the Code 0 and A2 and A5 kites are flown. It is removable for cruising, but when it’s in place (as it was for us), it shouts racing.

So too does the carbon mast, the square-topped mainsail and the twin backstays, with tails led forward through rope clutches to the primary winches mounted conveniently for the helmsman and crew. The coarse and fine tune mainsheet systems, along with a mainsheet traveller that runs almost the complete width of the ample beam are also dead giveaways that this boat is set up to race.

It’s clear that a huge amount of thought has gone into the design. In plan, the delta shape sees the maximum beam carried all the way aft to the stern from midships providing the means to generate a high righting moment. The full sections forward where the volume is low down are indications that the distribution of buoyancy is in keeping with modern thinking and contributes to the righting moment using the hull form without creating unnecessary drag through excessive wetted surface area.

It’s likely to be a well-balanced boat when heeled, and the 200kg water ballast tanks on either side add a further boost to righting moment and hence performance. Pump these up using either the gravity or electric feed systems and you have the equivalent of 2-3 people on the rail – people that you don’t have to feed or hot-bunk with.

As it happens, the sporty looks are also in line with the modern cruising style. Beamy sections aft frequently lead to twin rudders, whether you’re racing or cruising. The Dehler 30 is no different, although the linking mechanism between both rudder stocks and the single centreline-mounted tiller is fitted above decks making it very easy to get to. Liferaft stowage is under a lifting section of the aft deck and accessible from the water, whichever way up the boat is: yet another illustration as to how detailed the thinking has been.

Nimble and responsive

Like modern cars that have become bloated with every iteration, today’s boats generally feel bigger than they did a few decades back. Strangely, the Dehler 30 feels smaller. I’m sure half tonners felt bigger than this? The reality is that when compared to other popular brands in this scene such as the Beneteaus, Jeanneaus and JPK’s it is indeed shorter. But the Dehler also feels small in a good way – a boat that feels right for two from the off. It’s a size in which pretty much everything is close to hand without having to let go of the helm.

Short-handed offshore sailors prefer not to depend entirely on their autopilots. Instead, most take the pragmatic view that at some point it will break down and hand steering will become essential. They also believe that at times humans can still sail better than a machine. But aboard the Dehler 30 there is another issue and that is that once you’ve taken the helm, you’re unlikely want to give it back.

Cockpit layout suits single- and double-handed sailing. Photo: Hanse Yachts AG

Light, nimble and responsive, you barely notice that it has twin rudders such is the balance between them. In keeping with modern thinking it’s designed to heel fairly early to a point at which the windward rudder offers minimal drag, which in turn helps to get that single blade feel on the helm.

Manoeuvrability is good under sail, but also under power thanks largely to the fixed three-bladed prop which provides plenty of prop walk… which in turn makes up for the lack of prop wash over the rudders. Overall this is a boat that has been designed to be sailed hands on. Whether you’re steering from the side deck or organising the pit, everything is close to hand, making tacks and gybes as straightforward as they can be.

Our trials started off in a light breeze and in this the Dehler ghosted along nicely before conditions picked up to a modest 10 knots. That was sufficient at least to establish that this is a well-balanced, slippery boat. The modern sailplan gives the first indication of why it performs so well. A high aspect ratio non-overlapping, hanked-on jib that is just 5.5m 2 smaller than the 34.5m 2 square-topped mainsail is the first indication of an ample and sophisticated sailplan.

The furling staysail also makes for a good heavy weather jib for when conditions get punchy upwind. Photo: Hanse Yachts AG

Aside from the provision for a Code 0 and downwind asymmetric kites, the staysail mounted on a detachable inner forestay will be good off the breeze as well as upwind when things have got punchy offshore. The single spreader aft-swept rig is an important part of this with a set of D2s that terminate at the inner forestay mast attachment to give good fore and aft support when you’re hammering upwind under this reduced sail plan.

Less obvious, yet another big contribution to the all round performance, is the 2.20m deep 82kg carbon reinforced fin and 840kg bulb configuration. Aside from generating plenty of righting moment, the deep, parallel-sided fin is efficient when it comes to providing lift, a key reason why it feels like it gets into the groove with ease.

The choice of fin and bulb is interesting as it is unlikely to be treated well under IRC and provides another indication as to how focussed Dehler is on one-design and short-handed sailing. But if it does have a weakness it is the speed with which a snake pit of ropes can build up in the cockpit. And while careful control line management is the answer, the clutter stems largely from an overly sophisticated deck layout and snug cockpit.

The Dehler’s Code 0, with its trendy but practical outrigger, covers a wide range of wind speeds and angles. Photo: Rick Tomlinson

Having got used to what this boat is all about on deck and underway, the big surprise comes when you head below decks where, instead of a Spartan racing interior, the layout is far more modern cruiser. This is where the identity crisis lies.

Creature comforts

Had you simply headed below without looking at the layout on deck you’d likely not be surprised. The trademark Dehler offwhite/grey and red trim also has wood laminate saloon bench seating and a table on the centreline and looks just like you’d expect of a contemporary Dehler.

And with a modest galley to starboard that’ll take a portable fridge, an open plan forepeak, enclosable heads to port and a couple of ‘almost double’ berths aft, it looks like a snug modern production cruiser.

Creature comforts and trademark Dehler trim belie the boat’s racing aspirations. Photo: Rick Tomlinson

The giveaway is the lack of floorboards, which help to achieve a decent 1.82m headroom in an otherwise low freeboard boat. That and the internal water ballast tanks.

But for me the oddest of detail was the fabric hull liner. While it looks smart on a new boat, it reminded me of boats from another era that didn’t stand the test of time well, and made me question whether a boat of this type really needs it. On that point, Dehler says the creature comforts account for less than 100kg in total and suggest this is a good use of weight when it comes to broadening the use and the appeal of the boat.

But when the boat will be raced primarily by people who like having the sidedeck to themselves for hours on end as they chase down their rivals offshore, I’m not sure that comfort below decks is at the front of their minds.

This boat grew on me quickly because it was so comfortable and rewarding to sail. It just feels like it fits. It’s is easy to handle short-handed and so taps into this growing scene while also appealing to what sportier types may want when they’re family cruising. But sprightly cruising does come at a price. At a base cost of €108,000 excluding VAT and around €160,000 with a full spec and VAT paid it might seem pretty expensive for a 30ft production built, fast family cruiser. Yet come to it from a racing mindset and this is a boat that wants for nothing. With such a comprehensive and high quality specification along with the promise of good one-design racing, it’s an appealing prospect. So can this be both racer and cruiser? The answer is yes, so long as you regard it in this order.

Yachting Monthly

• Digital edition

Dehler 30 OD: the most fun you can have on the water

• David Harding
• September 30, 2022

Can a one-design offshore racing yacht be suitable for short-handed cruising too? This might actually be the case with the new Dehler 30

Product Overview

Dehler 30 od.

• Very fast by cruising standards
• Surprisingly easy to handle
• Easy access to structure and systems
• Deep draught
• Limited creature comforts

Manufacturer:

Price as reviewed:.

While we cruised along at a relaxed 10 knots, flying the A5 asymmetric spinnaker with 13-14 knots of wind on the beam, I couldn’t help thinking that this was a very efficient way of getting around the Solent .

It was efficient in terms of both manpower and size of boat, because we weren’t on a 40ft grand-prix racing yacht with 10 crew on the rail.

Neither were we on a multihull. We – and there were just three of us – were on a 30-foot monohull, and only the helmsman and trimmer were doing any work.

Yes, it was a race boat, but as easy to sail as most cruisers and going about twice as fast.

Whichever way you look at it, our speed-to-effort ratio wasn’t bad.

A mainsheet traveller runs almost the full width of the broad stern. The tiller linkage is above the cockpit sole for easy access. Credit: David Harding

The boat in question was the Dehler 30 One Design – an example of a new breed of boat that has been growing in popularity in recent years.

Anyone who keeps even half an eye on the racing scene can’t have helped notice the arrival and success of, among others, Jeanneau’s Sun Fast 3300, the JPKs and the J/99 .

These are light, high-performance racers with a difference.

Unlike some of the other speedy 30-ish-footers – the Mumm 30, Melges 30, Farr 30, Farr 280 and the new kid on the block, the Cape 31, for example – they’re not designed with the emphasis on fully crewed inshore racing around the cans.

To be fair, neither was the Mumm 30 restricted to that, since it was used for the Tour de France à la Voile for 11 years (and, coincidentally, has recorded a peak speed of 28 knots).

Ian Griffiths has bought the first Dehler 30 OD in the UK, and has his sights set on the Fastnet Race in 2023. Credit: David Harding

But the point is that this new evolution of race boat has been conceived with short-handed offshore sailing very much in mind.

Some of the designs were inspired by the proposed double-handed offshore class in the Olympics that was subsequently abandoned, though that loss has been compensated for by the growing interest in two-handed racing following COVID lockdown restrictions.

Dehler 30 OD: Designed to be different

For a boat to be sailed offshore , it has to offer accommodation.

To be sailed by one or two people, it also has to stand up to its rig without a row of bodies stacked on the rail, so stability is of the essence.

It will be designed for ease of handling with a small crew, and performance will tend to be optimised for straight-line speed, often with the emphasis on reaching.

A square-top mainsail precludes a fixed backstay. Twin backstays are fitted, purely for tuning. Credit: David Harding

By contrast, inshore IRC racers will need to perform on relatively short courses, predominantly consisting of windward/leeward legs and with frequent mark-roundings.

Boats designed for one type of racing will rarely excel at the other.

That said, the designers and builders recognise that people who race short-handed offshore will probably want to race around the cans on occasions as well. The Round The Island Race isn’t exactly around the cans, but it’s always interesting to see which boats do well in which conditions.

This year was a brisk one with a lot of reaching, and eight of the top 10 places in IRC Division 1C were taken by Sun Fasts; six of them 3300s (1st, 2nd, 5th and 6th) and the other two by the 3300’s bigger and older sister, the 3600.

The first 3300s finished in under 7 hours, at an average speed for the 50-mile course of over 7 knots – or rather more than 7 knots over the actual distance sailed. I photographed a fair few of them from my RIB as they planed past, and they were shifting.

Inhaulers and outhaulers for the headsail sheets mean that conventional tracks on the deck are not needed. Credit: David Harding

If you’re looking to buy a boat in this size range for short-handed offshore racing, the Sun Fast, the J/99 and the JPKs are among the prime contenders.

They have now been joined by the Farr X2 and the Dehler 30 OD, the latter being what Ian Griffiths chose.

He made his choice after looking at performance figures, VPPs (velocity prediction programs), IRC ratings and more, and his is the first Dehler 30 OD in the UK.

Ian is a relative newcomer to sailing, having sailed two legs of the Clipper Round-the-World race – taking in the Southern Ocean – with his daughter in 2019/2020.

His longer-term plan had been to buy a boat and take the family to the South Pacific, ‘to have a caravan on the water and cruise around’.

A raised sliding hatch gives standing headroom at the foot of the companionway. Credit: David Harding

The Clipper was part of his preparation. ‘If I could survive some of the world’s most notorious oceans,’ he said, ‘I should be able to build up my confidence and know that I would be capable of looking after my family.’

As it turned out, his sailing ended up taking a different course. When it became clear that family cruising wasn’t going to happen, he channeled his competitive instincts – already exercised in other sports including motocross – into sailing.

‘We’re a competitive family,’ Ian explained, ‘so things shifted towards the competitive angle.’

He had been looking into short-handed offshore racing before lockdown restrictions boosted its popularity, thinking that it would be nice if he and his daughter could enter RORC races such as the Fastnet and Caribbean 600.

Valves for the water-ballast tanks are easily reached in the companionway. Credit: David Harding

However, since his daughter’s university course clashed with the Fastnet, plans took yet another turn and he teamed up with Richard Gould, who had been his skipper in the Clipper race.

Ian and Richard started to plan an offshore racing campaign, with the 2023 Fastnet as their first big event.

To do that, of course, they would need a boat – and so began Ian’s quest to find one. Initially he looked at bigger boats too, including the Pogo 40, before ruling them out principally on the basis that a smaller boat would be easier to sail at close to its potential.

A handle and level system on the cockpit sole raises and lowers the Stealth Drive. Credit: David Harding

The Farr X2 was eliminated for reasons of cost, and so the list shortened. In a way the Sun Fast 3300 might have seemed the obvious choice, already having an impressive track record and with a similar IRC rating to the Dehler (typically around 1.033) despite its greater length, but Ian’s analysis pointed to the Dehler 30 OD.

Black Betty – named after the Clipper 70 on which he sailed – arrived this spring.

The go-fast factor

When you look at the features of the Dehler 30 OD and compare them with those of a typical modern cruising yacht, or even many inshore racers, it’s easy to see what sets it apart.

For a start, it weighs in at 2,800kg (just over 6,000lb). That’s not a lot for a boat with a 9m (29ft 5in) waterline.

The hull is vacuum-infused with E-glass and a cored laminate. A carbon mast comes as standard.

With a powerful sail plan, low weight, low-cg keel and easily driven hull, the Dehler 30 OD is an efficient performer to windward as well as downwind. Credit: David Harding

Below the waterline is a GRP fin keel with a 900kg (1,950lb) lead T-bulb on the bottom to keep the ballast as low as possible for minimum weight and maximum righting moment.

Internally the boat is far from stark by racing standards (cruising is mentioned several times in Dehler’s literature), but furnishings are minimal and the lightweight mesh hull-lining is removable.

As well as being light and with a low centre of gravity, the Dehler 30 OD can carry an extra 200kg (440lb) on the high side in the form of water ballast.

Equivalent to three (67kg/10.5-stone) crew on the rail, it’s pumped in and out (or sucked out if the boat’s moving at any speed) through a self-contained system and can quickly be dumped by gravity from the windward to the leeward tank just before a tack.

As you would expect on a boat of this nature, the bow is a semi-scow design.

Below decks, the Dehler 30 OD is comfortably fitted out by race boat standards. Bunk cushions are strapped up out of the way, and a wooden table folds out. Credit: David Harding

It also features reverse rake and the distinctive reverse-flare chines/chamfers seen on boats such as Rán VII to reduce weight and windage forward, stiffen the bow sections and help the air-flow around the foot of the headsail.

The moulded bowsprit can be removed for cruising.

Again as befits a boat designed with offwind sailing very much in mind, the deck-stepped mast is set well aft and supported by rod rigging with the shroud base taken right outboard to minimise compression.

A square-top mainsail is to be expected too, though one surprise is the single set of spreaders. They’re set well down the mast to keep the centre of gravity as low as possible.

A set of intermediates (D2s) joins the mast roughly where the root of the upper spreaders would be.

A simple galley provides all the essentials, including a zip-up door to the stowage. Credit: David Harding

Such is the sweep-back on the spreaders – the boat is not designed to sail deep downwind angles – that twin backstays are fitted purely as tuning tools.

Deck spreaders to widen the sheeting angle for offwind sails can also be fitted. While none of this is radical, the Dehler 30 OD does have one secret weapon: the Stealth Drive.

The prop shaft is encased in a moulding that, together with the propeller, swings up inside the hull to leave a flush bottom.

This even allows the use of a fixed prop, because it retracts into a prop-box inside which are most of the skin fittings including the inlet and outlet for the water-ballast system.

Off-watch crew have generously proportioned berths in the stern. Credit: David Harding

The thrust from the 10hp Nanni diesel does not therefore need to be compromised in any way by folding blades.

What it all means in practice is that, by cruising standards, the Dehler is a real rocket ship.

If you’re used to plodding along at displacement speeds with the occasional surf when conditions get lively, and to broaching all over the ocean as soon as the boat heels more than 25°, you will find the speed and tractability of the Dehler 30 OD to be a revelation.

I’m used to sailing fully crewed race boats and to the grip of twin rudders (they’re deep on the Dehler), but I was impressed by the way the boat hopped on to a semi-plane when the gunwale was almost awash and the foot of the A5 skimming the water as we reached along with the apparent wind well forward of the beam.

A moulded bowsprit projects the tack of the offwind sails but can be removed for cruising. Credit: David Harding

Being able to plane when well heeled at relatively shy angles is all part of the plan with boats like this.

The helm remained finger-light and the boat crisp and responsive to every tweak of the tiller as we weaved our way past cruising boats that seemed dead in the water.

Even without the kite in 15 knots of true wind we maintained over 8.5 knots, and still clocked high 6s when hardened up with the apparent wind well within 30°.

With a wide range of A (asymmetric) sails to choose from, you would be highly unlikely to continue under plain sail with the apparent wind abaft the beam: the A5 or (for closer angles) the Code 0 would be set as soon as the angle and wind-speed allowed. Such is the boat’s ability to carry these sails that there’s little reason not to.

Racing concessions

Of course there are compromises when it comes to cruising with a boat like this, quite apart from the draught.

It wouldn’t perform to its potential if laden down with too much cruising kit – not that there’s a vast amount of external space to stow it.

You have a locker right aft to starboard in the cockpit opposite the liferaft locker to port (which was missing its lid when we sailed).

Cruising sailors might find the boom on the low side, too. If you’re used to sailing a Finn, a Europe or an OK you will feel quite at home.

The carbon mast is stepped further aft than on inshore race boats. Credit: David Harding

Plenty more stowage is down below in the bunks either side of the engine, the casing for the Stealth Drive and the other centrally mounted systems.

Impressive though the boat’s performance was during our sail, we were still only in the Solent in flat water and moderate winds.

I saw Ian and Richard again during the JOG Weymouth Race and later in the Round The Island. Conditions were too light and popply in the former for the Dehler to get into its stride.

It fared better in the Round The Island when its proper laminate sails had arrived (as opposed to the delivery sails in Dacron that we were using).

The fuel system and water ballast pipes are easy to reach between the aft berths each side. Credit: David Harding

Peak speed to date is 16.4 knots and Ian has been keeping a bottle of Champagne on ice ready for when the 20-knot barrier is broken.

As for creature comforts – well, it’s light, bright and minimalist below decks but neatly finished.

You get an encloseable heads, a basic galley and decent berths for four people.

Because of the simple fitout and minimal trim, access to the fittings and systems is excellent. Other builders could learn from this.

Test verdict on the Dehler 30 OD

The most remarkable feature of the Dehler 30 OD is not only its performance, but also how little effort is needed to achieve speeds that one could only have dreamed of a few years ago.

If you want to get the best out of any boat in a racing context, of course that’s a different matter; a lot of work will be needed.

That’s what Ian and Richard are putting in now, and it will take time. In terms of manageability and the pleasure of fast, simple sailing, a boat like this has much to offer.

Code or A sails will usually be carried as soon as the wind comes off the bow. Deck spreaders can be fitted to improve the sheeting angle. Credit: David Harding

Being able to unfurl (or un-sock) a Code or A sail and hop on to the plane at double-figure speeds in only moderate conditions opens up all sorts of opportunities that have never existed before for monohull sailors.

Upwind performance isn’t lacking, either.

Ian and Richard had a tough beat back to Hamble after the Weymouth race, finding that the boat had plenty of power, especially with the water-ballast, and the ability to punch into a steep sea.

Would the Dehler 30 OD suit you and your crew?

Whichever way you look at it, the Dehler 30 is not a cruising boat. That’s not what it was designed for.

Nonetheless, if you like speed and efficiency and don’t need a shallow draught, there’s much to be said for a boat like this.

It narrows the gap between monohulls and multihulls such as the Farriers and Dragonflies.

The wide hull, deep twin rudders and water ballast mean that the boat is much stiffer and has far more grip than most cruising boats. Credit: David Harding

With a monohull you have the draught and with a multihull you have the beam, though with Farriers and Dragonflies it can be reduced for marina berthing.

For dinghy sailors moving up and who don’t want to lose the fun of a flat-out planing reach, I can see the Dehler 30 being a real hit.

It would make a fast, fun weekender and coastal cruiser as well as an offshore racer.

Enjoyed reading Dehler 30 OD: the most fun you can have on the water?

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Dehler 34 Review

Where does the new Dehler 34 fit into the increasingly crowded market place? Rupert Holmes puts the latest race-optimised model through her paces.

Dehler’s new Simonis and Voogd-designed Dehler 34 reflects a strategic decision by the company to increase the performance of its boats across the entire range. This boat replaces the previous 34 model, which was an in-house design dating from 2001.

Simonis and Voogd are well-known names in the southern hemisphere, especially for one-off designs, including the maxis ‘Nicorette’ and ‘Nicorette ll’. They have been commissioned to produce an entirely new range for the German manufacturer, with the aim of blending their design flair with Dehler’s reputation for build quality. The 34 is the second boat in the new line up, a 44 having been launched last year to much acclaim, including winning European Yacht of the Year, an award for which the 34 has been nominated.

The 34 is offered in two versions in the UK – an RS ‘racing spec’ model and a CR cruiser-racer variant. Both versions are the same price and have identical interiors. ‘We identified a gap in the market for IRC boats racing on windward-leeward courses with conventional spinnakers — that’s where we’re pitching the 34RS,’ says UK Dehler distributor Russell Hodgson ‘The boat is affordable to a wide market and there’s renewed demand for smaller boats in IRC.’

The design brief included creating a boat that would work in a wide range of wind conditions, from light airs up to 30 knots and more, with an IRC-friendly 9/10s rig, large mainsail, and nonoverlapping headsail. Two boats (hulls 1 and 3) have been entered in Class 2 of the Garmin Hamble Winter Series. At the time of writing one of these, ‘Righteous’, was third in class with seven races sailed, following a very consistent run of respectable results. Hodgson expects a further three boats afloat in time to compete in the 2008 Raymarine Warsash Spring Series, offering the prospect of a small level-rating group within the larger IRC class.

Although no attempt has been made to create a strict one-design, with all boats expected to weigh within one per cent of each other, there are plans for level-rating racing (the two boats currently in the UK both rate 1.029), including a class championship in 2009.

Design and build

Dehler UK and Harken have put a considerable amount of effort and attention to detail into the deck layout of RS specification boats to optimise it for fully crewed racing. The prime aim of this was to eliminate the need for racing owners to upgrade the boat, and in doing so have created a boat that is genuinely ready to race straight out of the box.

Changes to the standard specification include kicker and pole downhauls that are adjustable from the rail on both sides of the boat; towable genoa cars with an 8:1 purchase; an up-rated mainsheet — with a powerful fine tune and backstay — run to the mainsheet trimmer on both sides of the cockpit; and a 30mm spinnaker pole track on a ball-bearing car. The RS spec boats are supplied from the factory without any rope — a full race pack is added in the UK, including jackets over the 8mm spinnaker halyards to prevent slip at the clutches.

Also included in the RS price are a forestay chainplate positioned as far forward on the bow as possible (increasing the J measurement by 23 cm) and rod rigging. The cruising specification boat has a below-deck furler (hence the forestay being further aft) which may be a preferable option for racing owners who plan to sail longer distances in exposed areas — on the west coast for instance. However, with non-overlapping headsails it’s not difficult to make a sail change even when short-handed.

CR models have a different backstay — the latter has a 16:1 cascade, which enables a pair of optional removable storage boxes to be mounted on the transom. The price of the CR model includes cruising sails and a basic electronics package.

Both models are otherwise identical, with a low centre of gravity iron/lead composite keel that has 60 per cent of its weight in the flared lead bulge at its base, and a relatively deep 1.95m draught. Significantly, the Dehler 34’s rudder is only around 20cm shorter than the keel, which should give good control in lively conditions.

Hull and deck laminates are of conventional hand-laid wet lay-ups, with balsa core used throughout, except around deck fittings, hull skin fittings, and keel and rudder post mountings, where solid glass is used. A glassed-in internal structural grid distributes the loads from keelbolts, shroud plates and the maststep, while a further non-structural inner moulding takes the interior furniture.

The hull-deck joint is fully glassed over inside to create a waterproof effective monocoque structure. Aluminium plates, with threads tapped to take bolts, are bonded in for all deck fittings.

Deck layout

The 34’s cockpit sports a big (140cm) wheel, which helps to provide an excellent helming position — there’s plenty of space to move around behind it, even with a tactician there, and a good view of the headsail luff when sitting to windward with feet securely braced on the pedestal. The CR version has optional removable transom storage boxes, but as there’s already a huge cockpit locker, further stowage space aft under the cockpit and  under-cockpit liferaft stowage near the companionway, anyone who’s even vaguely serious about racing won’t need or want the extra weight aft.

Teak bonded onto the cockpit seats and floor looks attractive and provides a good non-slip footing, without incurring the weight penalty or maintenance of a full teak deck. The deck surfaces elsewhere have a very effective moulded-in nonslip pattern, side decks are relatively wide, and by  cruiser-racer standards the foredeck is reasonably good.However, there’s no disguising the large coachroof, but all hatches are flush-mounted, which gives a smooth profile.

A moulded toerail runs the entire length of the boat. It’s contoured to allow comfortable hiking, and does provide additional security for those working aft of the mast. The six folding mooring cleats are another sign of the design’s dual purpose roles, but Dehler is happy to omit the midships cleats (which would make hiking more  comfortable), or even to replace the fore and aft items with padeyes.

Deck gear is all top quality and, as mentioned  earlier, a considerable amount of thought has gone into it. Our test boat had just three small optional extras — a cunningham, jib sheet inhaulers and a carbon (rather than aluminium) pole.

Our test boat was equipped with North 3DL sails, with the main running on luff slides. The standard Selden boom has two single-line slab reefs, plus a conventional pennant for the third reef. The sails set predictably well and the rig proved to be tweaky and responsive.

Our test took place in a wind varying from 7-14 knots true, sailing with five crew and the Code 2 headsail. The 34RS proved to be light and responsive on the helm at all times, with just a touch of weather helm when close-hauled in the lighter airs, building to a maximum of less than a quarter of a turn in the stronger puffs. The powerful backstay requires lots of rope to be pulled through, but it makes a big difference, with speed building noticeably as it’s hardened on.

At the lower end of the wind range we made around six knots close-hauled, a figure that climbed to a maximum of 7.2 as the wind increased. In the flat water of the Solent there was not enough wind to get us surfing under spinnaker, but we managed a very unruffled 8.1 knots. Even when reaching with a big spinnaker control always remained positive in the gusts, with the boat responding immediately to the helm.

Overall, the 34 feels like a boat with legs and predictable, well mannered handling that would be a good choice for offshore work.

The fully fitted interior of both models are identical, with a two cabin plus saloon layout that will make for comfortable cruising, offshore racing and deliveries. The general impression is of the accommodation having plenty of light and ventilation — the large coachroof window is a huge opening port, which will be ideal for hot climates, although perhaps raises some concerns about weather-tight integrity in extreme conditions.

The galley is of a good size and well appointed, with twin sinks, large fridge, cooker with two burners and oven, and ample stowage. The main criticism is the lack of any fixed worktop space — the top of the fridge doubles as the only useable space for this purpose and, although the raised fiddles in the galley are well placed in other respects, on port tack there’s nothing to prevent items placed here falling into the sinks.

The aft cabin is aft of the galley, it’s also of a good size, with plenty of clearance above the large double berth. However, the only natural light and ventilation in this area is via a small opening port to the cockpit well, making it feel somewhat claustrophobic when the door to the saloon is closed. A well-appointed heads compartment is opposite the quarter cabin. Immediately forward of this there’s a proper large forward-facing chart table with its own seat and ample space for mounting instruments.

The saloon has a single settee to starboard, and a large ‘U’-shaped one to port, with a pull-out to create a third double berth in this area. There’s a folding table arranged around the keel-stepped mast, but it can’t easily be removed for packing sails. There’s good provision for stowage under the berths (apart from the port settee, which houses the water tank).

The forecabin is a reasonable size, and includes a standing/changing area at the head of the berth. This cabin has a lighter and airier feel than the aft cabin, and so is likely to be first choice of most owners.

The Dehler 34RS Review: Verdict

The Dehler 34RS is a boat that stands out in an increasingly crowded market for cruiser-racers of this size. It’s a well mannered design and the attention to detail that has gone into improving the deck layout is commendable.

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Yacht Review: Dehler 42

Dehler is part of Hanse Yachts AG, the German conglomerate that includes Hanse, Moody and Varianta sailboats, plus Fjord and Sealine motor yachts. The economies of scale in the purchase of materials and the implementing of innovative manufacturing techniques allow the group to offer high-quality yachts at respectable prices. Dehler’s new 42 is the latest model, and it slots nicely between the 38 and 46.

Designed by Judel/Vrolijk, a firm that earned its reputation drawing TP52 racing yachts and high-performance cruiser/racers, the Dehler 42 is light and powerful. Her plumb stem mimics the look of modern race boats, but more importantly it extends the waterline, which increases top speed. Although the after sections of the hull clear the water in a graceful arc when the boat is bolt upright, she’ll gain waterline (immersing the transom) at her optimum angle of heel. 

In keeping with the need for speed, the 42 has a fairly shallow underbody. Its fine entry will split the seas, and her elliptical sections further aft ought to give her an easy motion for such a lightweight boat. The standard model’s fin keel and torpedo-shaped ballast bulb help create a friendly righting movement.   As is common nowadays, the 42 shows a generous amount of freeboard throughout her overall length. This gives her a substantial amount of reserve buoyancy if she’s ever knocked onto her beam end, and it provides the voluminous interior that modern cruising sailors demand. This style can seem bulky when you stand next to it at a boat show, but the subtle sweep in the sheerline lessens that impression when you see the boat underway.

Dehler offers a couple of interior arrangement plans. The A1-B1-C1 option has a single head/shower on the port side at the bottom of the companionway. The L-shaped galley is opposite, situated between the after bulkhead and the U-shaped settee in the saloon. Immediately abaft the galley is a double stateroom with one hanging locker. Her navigation station on the port side has an instrument panel outboard, and the desk separates the area from a small settee forward.

The Dehler 42’s beam grows to its maximum at the area that houses the head, galley and engine room, so all of the heavy stuff sits over the hull’s longitudinal center of buoyancy. This reduces pitching in head seas. She carries a big percentage of her maximum beam all the way aft, allowing for the after stateroom and, in this layout, a large stowage area. The propane tanks live there, and an island V-berth and two hanging lockers fill the pointy end.

Option A1-B1-C2 has a mirror-image double stateroom aft on the port side and substitutes a head — with wash basin — for the starboard hanging locker in the forward cabin. This plan would serve well in the charter industry.

Furniture in both arrangements is mahogany, and the cabin soles are Australian acacia, a blonde wood that will brighten the interior. Options are American cherry or teak for the furniture, and Noce nero (very dark) or teak and holly for the cabin soles. Overhead hatches in the trunk cabin and opening windows along the sides ventilate and light the accommodations.

Her standard rig is a conventional 7/8 fractional triangle on aluminum spars managed by Selden winches and hardware. The optional carbon-fiber rig is a bit taller but is also a fractional triangle. Swept spreaders keep the mast in column, eliminating the need for running backstays. The competition version of the 42 has a fixed carbon-fiber bowsprit for flying the Code Zero or gennaker. Harken sail-handling gear and hardware also are optional. 

Having so much beam at the after end of the boat has allowed Dehler to give the 42 a spacious twin-wheel helm, separated from the main part of the cockpit by the mainsheet traveler. The halyard winches live on the trunk cabin, flanking the companionway. Mainsheet winches are mounted just forward of the wheels, and the headsail winches are just a short reach further forward. Although the traveler spans the cockpit sole, moving forward and aft between the sections of the cockpit should be easy. 

Dehler builds the 42 via the resin infusion method, using fiberglass over foam coring set in vinylester resin. An internal carbon reinforcement grid molded into the bottom of the hull increases stiffness and distributes the loads from the rig and keel over a large area.

In addition to the standard keel and the deeper competition keel, Dehler offers a shoal-draft keel, which has a slightly longer chord length than the other options and is not compatible with the deep-competition keel.

Dehler plans to introduce the 42 this coming January at “boot 2016” in Dusseldorf, Germany.

Dennis Caprio is a freelance writer based in Newport, R.I.

By Ocean Navigator

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2022 Boat of the Year: Best Offshore Racer

• By Dave Reed
• December 17, 2021

Sailing World Magazine’s annual Boat of the Year tests are conducted in Annapolis, Maryland, following the US Sailboat Show. With independent judges exhaustively inspecting the boats on land and putting them through their paces on the water, this year’s fleet of new performance-sailing boats spanned from small dinghies to high-tech bluewater catamarans. Here’s the best of the best from our 2022 Boat of the Year nominees »

As interest in doublehanded offshore racing piqued with the expectations it would be an Olympic sailing discipline in 2024, so too did the development and production of several purpose-built 30-footers. Dehler Yachts, Germany’s big production boatbuilder, jumped into the action with its own 30-footer, and as we’d expect of a Judel/Vrolijk and Co.-designed race boat, this one is an all-business shorthanded racing machine jam-packed with cool features found on grand‑prix boats twice its size.

“You can tell they started with a blank slate because the boat is so well-integrated with the design and construction—from bow to stern,” Greg Stewart says. “It hits its design purpose spot on. It’s a complete small offshore one-design, and it’s obvious there was a lot of development required to get things so right.”

Prototypes and mock-ups after mock-ups were required, Dehler says, to efficiently accommodate a lot of boat handling and living in such a compact craft. Virtually every rope on the boat spills into the cockpit, which is the way of life in shorthanded sailing, where everything happens at the back of the boat. Vigilance with line keeping, therefore, is paramount. That and carefully executed and planned maneuvers. In full-tilt conditions, there will be a lot going on in the cockpit, Stewart says, but everything’s easily at hand.

“All the control-line leads are well thought out,” he adds, pointing to the smooth-operating traveler controls and the individual gross and fine-tuned mainsheet flip cleats mounted on the cockpit floor.

Powlison’s first impression at the dock was that the boat would be challenging to manage, but “once we went sailing, it all was logical. Yes, there’s a lot of line management, but once you’re disciplined to do that, the boat is much easier to sail than it looks.”

With the trio of judges and the owner piled on board during the test sail, it was immediately obvious that two is company and three is definitely a crowd. “It’s also not the type of boat where you’ll want to spontaneously invite an inexperienced crew [to go race],” Powlison says. “You will really need to know what you’re doing, but once you do get comfortable with everything, it will be a really easy boat to sail well.”

Ben Corson, the Annapolis-based owner of our test boat, had spent the better part of a year racing with his female partner and tinkering with the boat, and consequently, the boat is meticulously prepared, race-ready and offshore-compliant. There’s no mistaking what’s what and where—labels pasted throughout the boat identify halyards, sail and ballast controls, safety gear and even the electronics manuals.

As a tightly controlled one-design class with ratified rules, owners like Corson can’t do much to the boat as it is, but there’s not much—if anything—an owner would need to change anyway. Everything on the boat, the judges agreed, works as it should. Adjustable backstays, for example, lead forward to clutches mounted on the cockpit wall, which allows the backstays to be kept taut or released without having to worry about loading to a winch during a maneuver. With the turn of a locking nut on the tiller arm, the steering system can be adjusted to change rudder toe-in on either side. The traveler track runs nearly the full width of the wide transom, opening up a wide range of adjustability for the 361-square-foot mainsail, and as a bonus, small removable reaching struts open up headsail sheeting angles. Stainless-steel foot braces are easy to deploy and stow, and allow the skipper to lock into a comfortable position over the angled coaming, with great visibility over the bow.

When the boat is powered up and leaning on the chine, Allen says, the sensation is exceptional: “This delivered the best sailing experience of all of the boats we tested. It was easy to tack and jibe, it tracked great, it’s easy to get to the sail controls, and we had no problems whatsoever with wiping out—and we tried hard a few times.”

With Allen on the tiller and Powlison managing the sheets as they started upwind into a 15-knot breeze, Stewart hit the chamfered rail. “My first impression from the rail was how high I was and how it was charging upwind—like a big boat. I couldn’t feel the chop, I didn’t get wet, it didn’t skid out at all. I was also amazed at how solid it felt; there wasn’t one bit of pounding, creaking or anything.”

Eventually, Stewart came off the rail and they filled the ballast tank instead—to the equivalent of 400-plus pounds of rail meat. Allen says the gravity-fed water-ballast system took about five minutes to top off, roughly 30 seconds to transfer during a tack, and less than a minute to drain.

“Once we added the water ballast, the boat just powered forward,” Powlison says. “You can really feel the difference when the boat sits on the chine and just tracks straight ahead.”

Impressed as they were with the Dehler 30’s upwind pace, when they set the big red A2 spinnaker (1,076 square feet) and took off down the bay, they had no doubts about the boat’s downwind potential. They only used three of the five class-sail inventory on board, which includes an A2, an A5, a spinnaker staysail and a Code Zero, and if they had more time and distance, they would have certainly piled on more sail area.

“I could see going with the A5, the J3 and the staysail, and maybe a reefed main in a big breeze,” Allen says. “That would be fun—and wicked fast.”

Lightweight and strong is, of course, the holy grail of every race boat, and here too Dehler delivers with what the judges say is an immaculate cored-hull laminate and good detail in the finish work throughout the boat. Dehler was also keen to leave out extraneous weight from the interior to get the boat to weigh in at just over 6,000 pounds. Without any floorboards (there’s thin foam padding glued to the inner hull skin instead), they’re able to get 6 feet of standing headroom at the companionway (which has a sliding hatch hood on rails) and plenty of sitting headroom forward of the mast and into the V-berth.

To achieve a higher level of the camper-sailor experience, comfortable V-berth cushions and removable mesh hull liners are standard, as is a folding centerline table, rounded wooden bench seats, and backrests that double as pipe berths. With storage cubbies scattered about the boat, a marine toilet with a graywater tank, a two-burner stove and two quarter berths, this little race rocket is definitely a legit weekender too. Lithium-ion batteries and a 9.9 diesel with a retractable Stealth Drive shaft that pulls up flush with the hull will get you where you need to go and keep the electronics suite powered up just fine.

The Dehler 30 was a strong contender for Boat of the Year, but the judges couldn’t dismiss the boat’s biggest limitation: It will get hammered by most rating systems, which makes it a one-trick one-design offshore-racing pony. It is, however, an outstanding design for keen shorthanded sailors looking for a race-ready platform for just over $240,000. If—or when—international class racing ever becomes a real thing, the offshore sailing world will be a better place.

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• By Herb McCormick
• Updated: April 20, 2017

The 2017 Boat of the Year (BOTY) contest featured a stellar crop of crossover cruiser/racers, including new offerings from J/Boats and Elan, two firms well-known for their speedy, well-sailing craft. However, when all the testing was said and done, our independent panel of judges was sold on the Dehler 34, naming it the year’s Best Performance Cruiser. Designed by the highly regarded Judel/Vrolijk naval-architecture consortium, whose reputation was fostered by longtime success in international yacht-racing circles, the 34-footer combined contemporary good looks and a sweet turn of speed with better-­than-average comfort and accommodations below. It didn’t hurt that the boat, nicely equipped at $215,000, was the least-expensive entry in the entire 2017 fleet. All in all, it proved to be a winning formula.

With a gentle, ­sloping sheer line, plumb bow and max waterline, the 34’s ­no-­nonsense profile is both handsome and purposeful. Starting aft and working forward, the drop-down transom is easily accessed through the split, adjustable ­backstay, which is controlled by a simple block and tackle. A traveler is just forward of the twin wheels, each of which are affixed to Jefa steering pedestals. A pair of B&G chart plotters is stationed just ahead of the helms in molded-in ­fixtures with rounded corners that double as nice backrests for the long cockpit settees — it’s very clever. There’s a nice cockpit table that can be easily removed when club racing.

There are three sets of Lewmar winches: a pair within easy reach of the driver for the double-ended German mainsheet system, another set just forward of those that serve as primaries for the 108 percent headsail, and a third pair on the coachroof that team with Spinlock clutches to control halyards and reefing lines. A nifty arrangement of integral companionway slats folds directly into the companionway when not in use.

The molded toe rail is capped by a substantial ­bulwark for solid footing on a heel; moving about easily underway is also facilitated by outboard shrouds and chain plates that keep the teak side decks clean and clear. The swept-back double-spreader fractional rig is by Seldén, as is the solid Rodkicker vang. The standing rigging is rod. A Furlex roller-furling unit is mounted on the bow, ahead of which is a dedicated bowsprit with a single anchor roller and a pad eye on the outboard end for setting reaching and running sails.

Down below, there are ­double cabins in the ends of the boat (a V-berth forward and standard double aft). A pair of long settees sandwich a folding dining table in the main cabin; to port, a corner of the settee serves as the seat for the aft-facing nav station. At the foot of the companionway, a big head with shower is also to port, while the L-shaped galley is situated just across from it, to starboard. Two big overhead deck hatches provide good ventilation, as do the opening ports in the coachroof windows.

Construction is straightforward: A central carbon “cage,” or grid, anchors and distributes the loads between the mast, hull and keel. The hand-laid laminate employs an end-grain balsa core above the waterline and in the deck. A performance package that makes the boat a true racer — featuring a competition keel and rudder, a carbon rig, high-performance sails and a different winch package — is also available.

We sailed the boat on Chesapeake Bay in light airs that didn’t top 5 knots, but the boat was still a delight to steer, especially downwind with a big asymmetric kite, making nearly 4 knots in what was basically a zephyr. We could only imagine how she’d get up and go in a breeze.

Herb McCormick is CW’s ­executive editor.

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Boat Review: Dehler 30

By Adam Cort - Sail Magazine

Originally published July 21,2021

I’ve long believed that while they may not be as much fun, the best sail trials are the ones that take place in drifters since it’s then that a boat’s performance—or lack thereof—really becomes evident. Pretty much any boat is fun to sail in 15 knots of wind. That said, there’s fun, and then there’s fun of the kind I had aboard the Dehler 30 One Design, winner of the 30ft and over performance boat category in  SAIL’s  2021 Best Boats contest.

Design & Construction

One look at the 30 OD and you know this boat means business. The hull is vacuum-infused with a PVC foam core, and a propriety “Dehler carbon cage” is incorporated into its bottom structure to ensure strength and rigidity. The deck is also vacuum-infused with a foam core, and the keel consists of a high-aspect fin and lead bulb. Twin rudders and twin tillers make the boat a gas to helm on all angles of heel, and Flexiteek is used on the cockpit sole and benches to ensure secure footing. A connecting rod ensures the tillers move in unison.

Blunt ends maximize sailing length, and the combination of a full bow and equally full sections forward provide the necessary buoyancy to help get up onto a plane and avoid submarining when power-reaching. The deck-stepped, single-spreader carbon rig is fractional, with an aluminum boom and rod rigging. Dual backstays serve to accommodate the boat’s high-aspect, square-top main.

Water-ballast tanks are located well outboard to either side of the companionway and are operated with the help of an electric pump. They hold approximately 50 gal each, providing over 400lb of weight to windward as necessary. A soft chine running aft from midway between the stem and mast provides a touch more buoyancy when the boat is on its ear. Another chine runs from about two-thirds of the way up the stem all the way aft to the transom to define the boats oh-so-cool tumblehome bow and create a softer hull-deck angle for crews hiking legs-out. Aesthetically, if you like the look of a well-found raceboat, you’re gonna love the look of the Dehler 30 OD. For yours truly, it was love at first sight.

Suffice it to sail, you’ll never become bored for want of strings to pull aboard the Dehler 30 OD. That said, the plethora of lines and overall deck/cockpit layout work well together and make the boat surprisingly easy to sail. Along these same lines, while the boat is clearly configured with shorthanded racing in mind (and is even in the running to become the official “equipment” for the new offshore doublehanded sailing event at the 2024 Olympics), there’s plenty of room for other crew as well.

Aft, the main sheet, complete with fine-tune, runs to a module set in a pronounced kind of “spine” running the length of the cockpit sole. The traveler spans the width of the cockpit aft, where it is slightly elevated to keep clear of the twin tillers. A pair of Lewmar primaries is located within easy reach of the helm. There’s also room between the primaries and helm for a dedicated main trimmer.

Another pair of Lewmars to either side of the companionway handles the plethora of control lines, and a 3D, friction-ring-based headsail lead allows you to tweak the genoa to your heart’s content. A D-ring to either side of the cockpit coaming serves as an anchor point for a pair of outriggers for the boat’s reaching sails. How cool is that? I’m a huge fan of the abundance of clearance between the boom and cockpit sole. The last thing you want to have to worry about when playing with all those lines is getting conked on the head every time you come about.

ACCOMMODATIONS

I’m gonna keep this short. Rest assured, though, that belowdecks there’s everything a sailor, at least, could ever want for keeping comfy offshore. Not kidding here. True, the overall aesthetic is a bit on the sparse side. But the quarterberths and settee berths are all plenty long for the off-watch, and there’s a small but more than adequate galley to starboard and a compact but equally adequate head compartment to port.

The overall finish is workmanlike and very professional. There’s even a small, hinged dining table attached to the compression post. I especially liked the molded-wood settees, which in combination with the dining table lend the saloon a bit of warmth. Granted, it might not be the best space for entertaining clients or your non-sailing friend. But hey, when the fun starts those types are all just going to get in the way anyway!

This brings us (finally!) to what It’s like actually sailing this great little boat. With respect to the platform as a whole, what I liked best about the Dehler 30 OD is the fact it’s one of those designs that feels like a big boat, but isn’t so big you can’t still muscle it back under control in the event things go sideways. With the passage of the years, I find myself becoming less and less tolerant of boats that scare me every time they load up in marginal conditions. Same thing with mains and reaching sails that leave my arms feeling like wet noodles after I’ve been trimming them for a while.

Midway into our test sail, we were reaching along at a steady 14-plus knots under main, A-sail and staysail. But while it was important to pay attention, the reason for doing so was more for the satisfaction of maxing out our boatspeed than simply trying not to crash and burn. This is important, not just because it makes sailing the boat a lot more fun—especially for we mere mortals—but because success in distance racing means keeping your averages up, as opposed to just hitting big numbers during those admittedly exciting moments of adrenaline-fueled madness. Every now and then things would get a little, “focused,” shall we say. But the boat’s twin rudders kept a firm grip throughout, and there was always plenty of time to bear away a bit and keep the boat under control.

I was also pleasantly surprised at how well the 30 OD did sailing hard on the wind. Despite the sharp chop that was running, there was none of the banging I assumed we’d experience; though I suspect you’d feel it if you were to ever launch the boat off any real waves. Bottom line, as I’ve written previously in the pages of this magazine, my test sail aboard the Dehler 30 One Design may have been one of my best test sails ever.

UNDER POWER

Normally with a boat like the Dehler 30 OD, this is the part of the review where I basically say, “Who cares?” Aboard the 30 OD, though, there’s a twist in the form of what Dehler is calling it’s “Stealth Drive” system, in which the entire prop and prop shaft can be retracted up into the hull when not in use. Far from a gimmick, the system, which employs a short, articulated lever that tucks away into the aforementioned spine in the cockpit sole, works well. The fact you can go with a fixed prop means sparkling performance in both forward and reverse.

Not much to say here that hasn’t already been said. A plush cruiser complete with washer and dryer, the Dehler 30 One Design is not. However, if your idea of adventure offshore includes VMGs to burn, you owe it to yourself to give this boat a look.

Specifications

LOA  33ft 10in  LWL  30ft  BEAM  10ft 9in

DRAFT  7ft 3in

DISPLACEMENT  6,173lb

BALLAST  2,072lb (in T-keel)

SAIL AREA  678ft 2  (main and 105% genoa)

FUEL/WATER  (GAL) 6.6/11

ENGINE  10hp diesel

BALLAST RATIO  37

SA/D RATION  32

D/L RATIO  102

DESIGNER  Judel/Vrolijk & CO.

BUILDER Dehler/Hanse Yachts AG, Greifswald, Germany

Brett Lyall A lifelong, passionate boater, Brett brings 26 years of sailing and 18 years of powerboat knowledge to the McMichael team. His background includes Environmental engineering and consulting, along with 7 years of sales and marketing experience in the luxury market. In addition to being an avid fisherman, surfer, and scuba diver, he is a sailing coach and has crewed extensively offshore on a variety of boats from J109, J105, J99 and 112E to a Gunboat 57. His knowledge of all things boating related is second only to his reputation for exceptional customer service and professionalism.

Doug Conner Doug’s life-long love of all things nautical naturally led him to pursue a career in luxury yacht brokerage. His professional background in sales and marketing, combined with his overall experience in and passion for the yachting industry, makes him a valuable asset to his clients for sail and power boats. Doug is committed to providing his clients with honest, professional, knowledgeable, and personal service.

Myles McQuone Myles is a licensed captain from age 18. He is a third Generation Merchant Mariner, operating boats runs deep in his family. Myles has held multiple roles within the marine industry between Marine Towing and Salvage, Marine Technician and Marine Service Manager. Myles’ focus has always had the customers best interest in mind; expect the same attention while consulting with Myles.

Ethan Morawski Ethan grew up in Fairfield CT and has been sailing for 13 years and powerboating for 10 years all over Long Island Sound. He has worked in the marine industry since High School and has an excellent reputation for superb customer service, seamanship, and attention to details. He is a graduate of Bryant University in RI.

Position Title: Boat Yard Crew Member Position Type: Full-time Experience level:  2-3 years preferred

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Job Description and Summary: In this position you will work alongside a team of supportive and experienced marine industry professionals. Your primary role will be to support the efficient daily operations of the McMichael yacht yard and the satisfaction of our customers.

This will include a variety of functions and tasks including basic property maintenance, launch and recovery of boats, cleaning, crane and forklift operations, blocking boats, and winter storage and other relevant duties as assigned.

Core Skills:

• Ability to clearly understand instructions and complete tasks accordingly
• Mechanically inclined
• Able to lift and reposition equipment, tools, and materials
• Basic boat operations – power and sail (will train)
• Strong communication skills, verbal and written
• Focus on customer satisfaction
• Proactive mindset
• Able to work unsupervised
• Ability to collaboratively work well with other team members

Responsibilities:

• Support of daily operations
• Support clients boating activities, prepping boats, fueling, etc.
• Safe operation of company vehicles, forklifts, and equipment, including trailer handling
• Haul, block and launch boats
• Boat cleaning and detailing
• Bottom paint and waxing boats
• Dock and marina area maintenance
• Shrink wrapping
• Repositioning boats

The ideal candidate is someone who will enjoy the nautical environment of the boatyard, which includes being around boats and being on the water. They will have at least two to three years of experience at a previous boat yard or yacht club. Their background will include a familiarity with boats. They will be someone who enjoys the boating lifestyle and enjoys working outdoors. They value working in a team and being part of a family-owned organization an enhancing part of the local community. We encourage you to apply if you do not have the experience but are dedicated to building a career in the marine industry.

What does a typical workday look like? A typical morning could involve arriving and immediately removing covers, prepping several boats to be launched and readied for use by their clients. You could find yourself assisting with changing a large tire on a trailer or rigging and craning a boat onto a truck for transportation. Daily activities will also include basic maintenance of the boatyard facilities which includes painting, building repair, emptying garbage, and cleaning, as well as assisting technicians with boat maintenance.

Salary range: $15 – $30

Email: [email protected]

https://vimeo.com/758079548

Position Title: Fiberglass / GelCoat Technician Position Type: Full-time Experience level:  2-3 years preferred

Job Description and Summary: In this position you will work alongside a team of supportive and experienced marine industry professionals. Your primary role will be fiberglass and gel-coat repair work on sailboats and powerboats. The fiberglass work will include everything from small parts repair to structural repair and rebuilds. The gelcoat work will be similarly inclusive and will also involve spaying hull bottoms and topsides with boat bottom paint and gelcoat.

• Working with vinylester, polyester, and epoxy resins
• Experience working with various coring materials
• Knowledge of gelcoat matching and application
• Cutting, grinding and finish sanding
• Visually spot imperfections in all parts
• Use of buffers, DA’s, pencil grinders etc.
• Finish buffing and polishing
• Exceptional paint rolling and spraying finishing
• Proactive mindset and able to work unsupervised
• Complete fiberglass and composite repair work to the highest possible standards
• Spray gelcoat, clear coat, and metal flake consistently and evenly to desired thickness
• Getting the customer back on the water with a safe operating boat
• Ensuring all repair work structurally and visually exceeds expectations
• Lifting heaving objects
• Assisting the entire service teams with various tasks

The ideal candidate is someone who will enjoy the nautical environment of the boatyard, which includes being around boats and being on the water. They will have at least two to three years of experience in fiberglass and composites fabrication or repair as well as experience with painting and gelcoat work or similar skill sets. Their background will include a familiarity with boats and enjoy delivering exceptional finish work. They will be someone who appreciates the boating lifestyle and working sail and powerboats. We are looking for a person who values working in a team and being part of a family-owned organization that is a respected part of the local community.

Salary and benefits: $50 – 70k, Medical, 401K

Position Title: Marine Service Mechanic Position Type: Full-time Experience level:  2-3 years preferred. Certifications Preferred. Equal skills and high motivation also accepted.

Job Description and Summary: In this position you will work alongside a team of supportive and experienced marine industry professionals. Your primary role will be engine maintenance and repairs for both gas and diesel engine systems as well as service and repair work on a variety of other boat system. A large part of this position will include troubleshooting, engine and drive preventative maintenance, emergency repairs at the yard or at the location of the boat needing service. You will be working on inboard and outboard systems and interacting and communicating with our boaters, so a focus on customer service is an important skill. Certification not initial required but is a plus.

• Effective and knowledgeable mechanic
• Problem solving – engines, drives, control systems and electrical
• Mechanical and electrical troubleshooting
• Engine rebuilds, 12v DC systems, machining work
• Gas and diesel engine/generator operations
• Wiring and soldering
• Performing maintenance and repairs safely and quickly
• Have your own set of tools
• Performing functionality checks on engines and systems
• Basic boat operations

The ideal candidate is someone who will enjoy the nautical environment of the boatyard, which includes being around boats and being on the water. They will have at least two to three years of experience as a marine service technician, automotive mechanic, Gen Tech, or similar skill sets. Their background will include a familiarity with boats and enjoy solving mechanical and systems issues. They will be someone who enjoys the boating lifestyle and working outdoors. They value working in a team and being part of a family-owned organization an enhancing part of the local community. We encourage you to apply if you do not have the experience but are dedicated to building a career in the marine service industry.

Salary and benefits: $60 – 80k, Medical, 401K

Position Title: Yacht Sales Consultant Position Type: Full-time Experience level:  2-3 years preferred

Reports to: Sales Manager

Job Description and Summary: In this position you will work alongside the McMichael Sales Team to consult with our client boaters, guiding them to find and purchase the best yacht for their modern boating needs. You will work with an experienced team that specializes in premium racing and sailing yachts, as well as high-performance inboard and outboard day and cruising power yachts. You will work with existing clients as well as being responsible for identifying, nurturing, and closing new clients. You will cultivate relationships with our clients and their families that demonstrate the highest degree of professionalism for the McMichael brand. You will be supported by the team to help you locate, acquire, and nurture prospective new client boaters. You will be a part of a sales and service team that caters to the all-encompassing boating needs of the McMichael community of boaters.

• Active listening
• Conveying key features and distinguishing selling points of a given boat model
• Ability to close high-value sales from $500k – $3M
• Prospect farming
• Excellent negotiating skills
• Influencing with content through digital and social media tools
• Consulting with and guiding clients effectively
• Proactive mindset that fosters successful unsupervised work
• Ability to work collaboratively with other team members
• Close deals on new yacht sales
• Deliver world class service in the form of professionalism, knowledge, and customer service
• Acquire and develop prospects into leads, then into new boat sales
• Attend boat shows and events to meet with and engage boaters
• Use digital and social media tools to engage with boaters
• Secure used boat listings
• Close used boat sales
• Guide boaters through the research, selection, specification, closing, delivery, and commissioning process
• Work with the Sales Team to constantly increase brand and model knowledge
• Influence your client boaters to choose McMichael Yards for their boat servicing and storage needs

The ideal candidate is someone who will enjoy the nautical/boating lifestyle and has grown up around boats. They will have previous experience selling in the corporate environment, in addition to a strong boating background and several years of selling yachts over 30 feet and over $500K. They will be an excellent communicator who is able to convey information clearly and concisely. They will be motivated to constantly learn more and achieve more regarding new boats and sales goals. They will be a person who can collaborate with all the members of the sales team to find creative solutions to barriers and issues.

Experience Level Experienced as a sail or power boater or similar industry background 2-3 years preferred

Salary and benefits: Base of $50 – $70k, commissions, Medical, 401K

John Glynn John brings to McMichael more than three decades of sailing, boating and sales experience. In addition to his time at BEYC, Glynn’s resume includes years as an Associate Editor (and Contributing Editor) for Sailing World magazine, where he was part of the team that created both the “Boat of the Year” awards and the NOOD Regattas. Over the years he has raced aboard C&C 40s, New York 36s, J/35s, Express 37s and Farr 40s, as well as his own J/30 and Soverel 33 Grey Seal. He boats with his family out of Captain Harbor in Greenwich, CT.

“John brings a wealth of experience as a racer, boat owner and industry professional,” said Michael Beers, McMichael Sales Manager. “He will be a fantastic resource for his clients in buying and selling boats. We’re proud to have him on our team, and his background will help us continue to fulfill our motto, ‘Experience Counts!’”

“I’ve been fortunate enough to spend my career in and around the sailing and boating community, enabling me to love the various jobs I’ve held,” said Glynn. “In joining McMichael Yacht Brokers I’ve found another fresh, new outlet from which to apply my knowledge of and passion for yachting. Moreover, I’m able to do that while working in the company of some of the finest yacht brokers in the business. It is my hope to bring to my brokerage customers a sense of confidence and satisfaction as they make yacht transactions, both from the buyer’s and seller’s sides.”

Cameron Campbell Cameron has been boating his entire life, starting as a toddler on Great South Bay on Long Island. He grew up in Connecticut and spent every summer on Long Island Sound. In college he was a member of the University of Rhode Island Sailing Team and also ran operations at the URI Waterfront Center. After college he was an ASA Sailing Instructor at the New York Sailing School on City Island and then for Olympic Circle Sailing on San Francisco Bay. He participated in many regattas on both coasts in both small and large boats. He owned a Sabre for many years which he cruised from Annapolis to Maine. Cameron also has experience with power boats ranging from center consoles though larger cruisers.

Cameron has been working with clients preparing for Bermuda races, extensive blue water cruising, and many that are new to boating.

Rick Fleig Rick grew up on Long Island spending many years sailing on the Sound in everything from J/22′s to J/105′s, Custom C&C 41′s and many other boats, competing in all the major Northeast events. This experience and passion for sailing led him on a path to sail in the 1987 America’s Cup in Perth, Australia with both the Courageous and USA Syndicates. He has sailed in many major international regattas, including the Swan World Championships in Sardinia, the World 6 Meter Championships in Portofino, Italy, and several Newport Bermuda races.

Rick combines his extensive sailing background with both the marine and sports industry, having worked as a regional sales manager at SunfishLaser and Vanguard Sailboats, and prior to that as a regional sales representative with sporting goods giant Nike. He believes that building relationships and understanding the clients’ needs are essential in helping customers have a great experience with their boats. He works out of the McMichael Yacht Broker’s Newport office at the Newport Shipyard.

Rick resides in Portsmouth, RI, with his family, having fallen in love with the Newport area during his many sailing events there. He recently retired as the director/coach of the Portsmouth High School Sailing Team after many years, and along with his wife, Carline, now enjoys his time proudly following their youngest son, Tyler, who just finished his second year at the US Naval Academy. Tyler is a very accomplished sailor himself, and a member of the nationally ranked USNA dinghy sailing team. Rick is a member of Sail Newport and can be seen racing many weeknights and weekends in all the local events in a variety of boats.

Michael Beers Michael is a licensed captain and active racer who began his sailing career in Boston on the Charles River. As someone who did not grow up sailing, he especially enjoys introducing new boaters to the sport. Michael has a proven track record of working tirelessly for his clients, and enjoys working directly with buyers to identify the best possible “next boat” from the many options available. He is an active racer, recently racing in the J/70 fleet at Quantum Key West Race Week and aboard the J/130 Dragonly in the 2012 Newport Bermuda Race.

Prior to joining McMichael in 2007, he captained the 80′ schooner Adirondack II in Newport, RI and was an instructor at Offshore Sailing. In his free time, he enjoys cruising his Sabre.

Todd Williams Todd started sailing on his family’s cruising boat before his memory serves. His love of racing was cultivated through sailing Blue Jays and Lasers in Pequot Yacht Club’s junior program.  Since then he has actively raced in the J105 fleet, J109 fleet, and helped form the J122 class. He also developed and helped launch the LIS IRC 35 class.  Todd is an experienced distance sailor and was involved with winning the Vineyard race class and IRC overall aboard the J122 Partnership.  

Todd enjoys using his extensive knowledge of boating to find his clients the boat that best suits their needs.  He is dedicated to providing the best possible service to all his customers.  Todd can often be found racing with clients and helping them build their racing programs. Through the years, he has custom built many J/Boats, Alerions, and MJM power boats for clients, many of whom he now considers personal friends.

During the winter season you may spot the Williams family on the slopes at Okemo where they have a ski house.

Andy Kaplan Starting October 4, Andrew (Andy) Kaplan has joined the brokerage team at McMichael Yacht Yards & Brokers. The addition increases the McMichael roster to seven full-time yacht brokers serving customers up and down the east coast with a concentration on the Long Island Sound and Narragansett Bay. He will work primarily out of the McMichael Mamaroneck, NY, office as well as Martha’s Vineyard.

“Andy is bringing to McMichael a lifetime of experience in sail and power boating with a keen focus in the sailboat racing world,” said McMichael President Steve Leicht. “His broad familiarity with offshore and one-design sailboats combined with his powerboating experience makes him an ideal addition to our brokerage team.”

Kaplan spent the majority of his career in finance including helping create the Quattro Global Capital, LLC where he was a principal and head of operation and marketing. “I believe that my financial sales and management experience is a great asset as I transition to yacht brokerage,” noted Kaplan. “While they are different industries, to succeed in either you need similar disciplines when matching buyers with the right product. That’s what creates and maintains long term customer relationships.”

Kaplan grew-up in Mamaroneck and has been a member of the Larchmont Yacht Club for over 30 years where he has been active in the Club’s leadership. He lives in New Rochelle, NY, and on Martha’s Vineyard, MA.

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Dehler 34 – test and review

Sailing the dehler 34 makes sam jefferson wonder why there aren’t more small cruiser-racers on the market.

When I was younger I hankered after a Sigma 33. As a modest man with modest means and needs the Swan 33 made a lot of sense. It was modestly quick, modestly good looking and modestly comfortable down below, but could take you across the Solent or an ocean. These days it is a bit old and tired, much like myself, and for some time there was a gap in the market that remained unfilled – until now with the arrival of the Dehler 34.

Say hello to the latest member of the Judel/Vrolijk family, and sibling to the 42 and 34. She ticks many of the same boxes as the Sigma 33. And is great looking, to boot.

The Dehler 34 is a 34ft cruiser/race, and a little lighter than a pure cruiser at 5.4t to 5.8t. She’s is strongly built with a solid hull/deck joint and carbon reinforcement, has a keel-stepped rig of decent proportions and comes with the choice of either a deep, T-shaped keel with a bulb or a choice of two L-shaped keels of different depths.

She has appreciably lower freeboard than an equivalent Hanse or Bavaria and I have always respected Judel/Vrolijk’s reluctance to whack a chine or two aft just for the hell of it. Combine that with an aggressive plumb bow, transom with almost no rake and a sleek, low coachroof and you have a thoroughly stylish little yacht.

Twin wheels are standard, but there is a competition pack that has the option of tiller steering along with longer carbon-fibre spars and other weight-saving measures such as synthetic teak and doing away with the bathing platform.

Up forward you have the option of a short sprit with an integrated bow roller.

And because Dehler doesn’t feel the need to shoehorn two double cabins aft there’s a huge cockpit locker. The double berth is situated to starboard and is over half the width of the hull. Aside from that, the layout is pretty standard stuff with a double forward which – inevitably on a yacht of this size – is tapered quite a bit toward the bow.

The steering was light and well balanced and when we tacked, she turned on her heel with all the sharpness and smartness of a tango dancer. My only real complaint was that she didn’t have any foot chocks for the helmsman. That said, the cockpit coamings were comfortably angled for hiking out.

On a beam reach she hit the high sevens with ease and carved past a number of other yachts as if they were at anchor.. Tacking back up the Hamble, we overhauled a yacht motoring home. That rather illustrated the point.

LOA: 35ft 1in (10.7m)

Beam : 11ft 8in (3.6m)

Draft: 6ft 4in (1.95m) (standard) 6ft 9in (2.1m) (competition) 5ft 1in (1.55m) (shallow)

Displacement: 5,450kg (13,100lb)

Sail area: 65m 2 Price: (base) £109,000 (exc VAT) (sailed) £133,000

ST’s Verdict

The Dehler 34 is a good yacht in a size bracket where there are precious few options if you are looking for a cruiser/racer. I’m not saying she’s spectacular, but she does everything she’s meant to do well. She’s fun to sail, well made and, in competition form, I’m sure she could be successfully campaigned. In standard form, she’s a great fast cruiser. Then there’s the price tag – that’s pleasingly modest too.

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• Sailboat Guide

• Dehler Yachts

Dehler Yachts has been one of Europes largest, and most successful builders of production sailboats. Founded by Willi Dehler (Willi Dehler Shipyard), and later joined by his brother Heinz. The first boat was the WINNETOU, a small sailing dinghy, of which nearly 400 were built. This was followed by the Varianta, Optima, Delanta, Sprinta, Sprinta DS, Dueta, Dehlya and Varianta, early models that all sold well. In 1978, Dehler purchased the E.G. van de Stadt yard. On the international racing circuit, the DB models proved unbeatable for a few years in 3/4 ton level racing. (1983-84). Dehler became a division of Hanse Yachts. HID: DEY (rev. 2010 rb) (rev. 2013 rb)

Associations

• Quarter Ton Class
• Delanta (Dehler) owners (GER)
• Optima 98 Owners (German)
• Optima 92 (Dehler) owners (GER)

Sprinta Sport

• IOR 3/4 ton
• E. G. Van de Stadt
• Judel/Vrolijk & Co.
• Simonis Voogd Design

49 sailboats built by Dehler Yachts

Dehler 35 Cws

Dehler 37 cr, dehler 36 cws.

Dehler 36 DB

Dehler 39 SQ

Dehler Optima 106

Dehler Delanta 76

Dehler Optima 92

Dehler Delanta 80

Dehler Optima 98 G

Dehler Duetta 86

Dehler duetta 94.

Dehler Optima 98

Dehler 25CR

Dehler Optima 83

Dehler 43 Cws

Dehler 34-2

Dehler 41 cr.

Dehler 39 Cws

Dehler 36 SQ

Dehler 38 (Judel/Vrolijk)

Dehler 37 DB

Dehler Optima 101

Dehler 41 ds.

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‘A Lot of Chaos’: Bridge Collapse Creates Upheaval at Largest U.S. Port for Car Trade

A bridge collapse closed Baltimore’s port, an important trade hub that ranks first in the nation by the volume of automobiles and light trucks it handles.

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Shipping in the Port of Baltimore

Monthly cargo handled by the Port of Baltimore

By Peter Eavis and Jenny Gross

• March 26, 2024

The Baltimore bridge disaster on Tuesday upended operations at one of the nation’s busiest ports, with disruptions likely to be felt for weeks by companies shipping goods in and out of the country — and possibly by consumers as well.

The upheaval will be especially notable for auto makers and coal producers for whom Baltimore has become one of the most vital shipping destinations in the United States.

As officials began to investigate why a nearly 1,000-foot cargo ship ran into the Francis Scott Key Bridge in the middle of the night, companies that transport goods to suppliers and stores scrambled to get trucks to the other East Coast ports receiving goods diverted from Baltimore. Ships sat idle elsewhere, unsure where and when to dock.

“It’s going to cause a lot of chaos,” said Paul Brashier, vice president for drayage and intermodal at ITS Logistics.

The closure of the Port of Baltimore is the latest hit to global supply chains, which have been strained by monthslong crises at the Panama Canal, which has had to slash traffic because of low water levels; and the Suez Canal, which shipping companies are avoiding because of attacks by the Houthis on vessels in the Red Sea.

The auto industry now faces new supply headaches.

Last year, 570,000 vehicles were imported through Baltimore, according to Sina Golara, an assistant professor of supply chain management at Georgia State University. “That’s a huge amount,” he said, equivalent to nearly a quarter of the current inventory of new cars in the United States.

The Baltimore port handled a record amount of foreign cargo last year, and it was the 17th biggest port in the nation overall in 2021, ranked by total tons, according to Bureau of Transportation Statistics.

Baltimore Ranks in the Top 20 U.S. Ports

Total trade in 2021 in millions of tons

Baltimore ranks first in the United States for the volume of automobiles and light trucks it handles, and for vessels that carry wheeled cargo, including farm and construction machinery, according to a statement by Gov. Wes Moore of Maryland last month.

The incident is another stark reminder of the vulnerability of the supply chains that transport consumer products and commodities around the world.

The extent of the disruption depends on how long it takes to reopen shipping channels into the port of Baltimore. Experts estimate it could take several weeks.

Baltimore is not a leading port for container ships, and other ports can likely absorb traffic that was headed to Baltimore, industry officials said.

Stephen Edwards, the chief executive of the Port of Virginia, said it was expecting a vessel on Tuesday that was previously bound for Baltimore, and that others would soon follow. “Between New York and Virginia, we have sufficient capacity to handle all this cargo,” Mr. Edwards said, referring to container ships.

“Shipping companies are very agile,” said Jean-Paul Rodrigue, a professor in the department of maritime business administration at Texas A&M University-Galveston. “In two to three days, it will be rerouted.”

But other types of cargo could remain snarled.

Alexis Ellender, a global analyst at Kpler, a commodities analytics firm, said he expected the port closure to cause significant disruption of U.S. exports of coal. Last year, about 23 million metric tons of coal exports were shipped from the port of Baltimore, about a quarter of all seaborne U.S. coal shipments. About 12 vessel had been expected to leave the port of Baltimore in the next week or so carrying coal, according to Kpler.

He noted that it would not make a huge dent on the global market, but he added that “the impact is significant for the U.S. in terms of loss of export capacity.”

“You may see coal cargoes coming from the mines being rerouted to other ports instead,” he said, with a port in Norfolk, Va., the most likely.

If auto imports are reduced by Baltimore’s closure, inventories could run low, particularly for models that are in high demand.

“We are initiating discussions with our various transportation providers on contingency plans to ensure an uninterrupted flow of vehicles to our customers and will continue to carefully monitor this situation,” Stellantis, which owns Chrysler, Dodge, Jeep and Ram, said in a statement.

Other ports have the capacity to import cars, but there may not be enough car transporters at those ports to handle the new traffic.

“You have to make sure the capacity exists all the way in the supply chain — all the way to the dealership,” said Mr. Golara, the Georgia State professor.

A looming battle is insurance payouts, once legal liability is determined. The size of the payout from the insurer is likely to be significant and will depend on factors including the value of the bridge, the scale of loss of life compensation owed to families of people who died, the damage to the vessel and disruption to the port.

The ship’s insurer, Britannia P&I Club, part of a global group of insurers, said in a statement that it was “working closely with the ship manager and relevant authorities to establish the facts and to help ensure that this situation is dealt with quickly and professionally.”

The port has also increasingly catered to large container ships like the Dali, the 948-foot-long cargo vessel carrying goods for the shipping giant Maersk that hit a pillar of the bridge around 1:30 a.m. on Tuesday. The Dali had spent two days in Baltimore’s port before setting off toward the 1.6-mile Francis Scott Key Bridge.

State-owned terminals, managed by the Maryland Port Administration, and privately owned terminals in Baltimore transported a record 52.3 million tons of foreign cargo in 2023, worth $80 billion.

Materials transported in large volumes through the city’s port include coal, coffee and sugar. It was the ninth-busiest port in the nation last year for receiving foreign cargo, in terms of volume and value.

The bridge’s collapse will also disrupt cruises traveling in and out of Baltimore. Norwegian Cruise Line last year began a new fall and winter schedule calling at the Port of Baltimore.

An earlier version of this article misstated the Port of Baltimore’s rank among U.S. ports. It was the nation’s 17th biggest port by total tons in 2021, not the 20th largest.

How we handle corrections

Peter Eavis reports on business, financial markets, the economy and companies across different sectors. More about Peter Eavis

Jenny Gross is a reporter for The Times in London covering breaking news and other topics. More about Jenny Gross

Delanta 76, 78, 80   The DELANTA is available in two versions. The DELANTA 75. And the DELANTA 80.

"But both have the same origin: The same hull. The same keel. The same rig. The same sails. (This is an example of what we refer to as a modular system.) They have different lengths (due to the different shape of the stern) and different fittings concepts. But both are still typical Dehler yachts: The concept is well thought-out, perfect down to the smallest detail and full of new ideas. Everything we are used to from the SPRINTA 70 also applies for the DELANTA: The modern hull form. The ideal length-to-width ratio. The high dimensional stability and high initial stability. The high ballast ratio. And the good longitudinal stability, which gives the DELANTA such outstanding properties, particularly on open sea. This goes hand in hand with the outstanding course stability and maneuverability, which enables every DELANTA to be turned >on the spot<. The DELANTA 80 has a completely different design below deck. The layout plan is divided into a main cabin and stern cabin, which offers significant benefits for a four-man crew. Not only for a family crew with children (although the benefits are the most obvious here). It increases the living space and freedom of movement for any crew. The DELANT round sofa sets new standards. One characteristic feature is the spacious round sofa, for which we have reserved the entire width of the ship. After an eventful day of sailing, this is the perfect place for the entire crew to come together. An extremely cozy gathering. With ample space for guests. This is a peaceful place to sit, as the usual passage to the forward cabin is not present on the DELANTA 80. At night, the round sofa transforms into a 2m wide double berth. The backrest is simply folded up, the table lowered and the -canopy bed- is ready. Well equipped pantry. The pantry in angled design is just as generous. With a double burner, gimballed cooker, with a large sink and electric water pump. With a storage compartment for food accessible from above. With ample storage space for cutlery, dishes, pots and pans. And with storage for kitchen utensils. All imaginatively designed and proven in practice. Separate WC and sink. The cubicle for WC and sink is on the starboard side of the DELANTA 80. And here too, there is a sensible arrangement with an appropriate amount of space. The wardrobe under the starboard coaming can also be accessed from here. An ideal solution for optimal use of space. Additional space provided by the aft cabin. The aft cabin is integrated cleverly in the lines so that it is hardly noticeable from the outside. But on the inside, the aft cabin offers ample space. With two wide, 1.95m long berths and full sitting height. With a large linen cupboard. The available space is really impressive. The center cockpit is particularly spacious and extremely safe. The cockpit of the DELANTA 80 is characterized by the steering column with wheel and compass. One of the many new Dehler ideas and a little unusual for a yacht of this size. But there are also benefits here, as experienced skippers know. The effortless handling is particularly noticeable on extremely long trips. Thanks to the wheel control, the DELANTA 80 continues on its course, even if you are required elsewhere on ship. And we know that women sailors also like to >take the wheel<, because the wheel control is particularly easy for them to handle. The steering column is also the perfect place for the compass and the cockpit table. The layout of the DELANTA 80 enables optimal division of the space: With the aft cabin and a round sofa in the main cabin. This is optimal use of the space. Delanta 78 / Yacht 2/1981 ""If it is true that the devil is in the detail, then Willi Dehler has certainly done an outstanding job of driving him out, … The 7.8 meter long ship has an extremely spacious feel below deck, not least because we initially couldn't find the table. We eventually found it under the forward cabin berths, guided smoothly on two rails, a large saloon table can be pulled out here, with a folding leg providing the necessary support, … The Delanta is a sophisticated four-man yacht, well thought-out right down to the smallest detail, The sailing properties are extremely well balanced,"""

Exterior design

Interior design

Awards & Reviews

Yacht 1973.pdf, dehler: history - kazi magazine 06/2013, delanta_76_drawing.jpg.

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