van de stadt 34 sailboatdata

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Yachting Monthly

• Digital edition

USED BOAT: Van de Stadt, Legend 34

• Philippa Park
• November 12, 2015

The Van de Stadt Legend 34 is a sturdy and seaworthy yacht, built for serious coastal and offshore cruising in all weathers. Duncan Kent sails one off Portland

Product Overview

Manufacturer:, price as reviewed:.

The owner Quetzal was launched in 1972 and bought by Guy Dickinson in 2006. Prior to then Guy owned a Hunter Sonata and a variety of small plywood cruisers and dinghies. Guy has upgraded Quetzal considerably, including replacing her old Sabb with a new 25hp Beta with a feathering three-bladed prop. He’s also added a new electric windlass, solar panels, upholstery, wiring and instruments. Guy keeps her on a mooring at Castle Cove SC (www.ccsc.org.uk) in Portland Harbour, where she is protected by the long harbour wall. CCSC has a recently built clubhouse overlooking the harbour and a membership of 350 cruisers and racers of all ages. The club also provides a range of training facilities.

It’s always interesting to sail boats from the 1970s, seeing how yacht design has evolved in 40 odd years, how hull shape and interior volume has come on, what remains and what has been lost. Few design houses have stood the test of time, are so well known or are as prolific as Van de Stadt.

They were famous for such well- known designs as the Trintella, Pionier, Excaliber, Invicta, Wing, Seal, Etap and many more cruising and racing yachts. Producing over 400 designs since 1933, and some 25,000 Van de Stadt-designed yachts were launched.

We joined retired GP Guy Dickinson for a sail aboard his 1972 Legend 34, Quetzal. The Legend 34 was produced from 1969, with the majority built by the Tyler Boat Company in Tunbridge.

Performance A seaworthy masthead sloop, 34 was designed and built for ocean sailing. Despite being heavy by today’s standards, she is predictable and drama-free in her handling and exhibits a thoroughly easy, sea-kindly motion through the steepest of seas, allowing her to make up in overall passage times what she might lose against a modern yacht in lighter airs and flatter seas. At first we tacked back and forth inside the harbour walls of Portland where the water was flatter, (with a reef in the genoa and full mainsail), making a healthy 6.0-6.5 knots in 16 knots true wind. This increased to 7.1 knots on her best point of sail, a close reach, but dropped a little to 5.6 knots with the wind on her quarter. Running downwind, we unfurled the rest of the genoa and went goose-winged. My guess is that she would most often give average passage speeds of between 5-6 knots with ease, provided the wind didn’t drop below 10 knots.

At the helm Designed around the IOR racing rules, the Legend has pronounced narrowing forward and aft, which reduces accommodation and narrows the cockpit. She’s easy to helm using her long tiller and bracing your feet against the seat opposite. Most controls fall to hand, which means she can be sailed singlehanded. The mainsheet runs along the bridgedeck and the primaries are beside the helm on the coamings. Guy has yet to install single- line reefing and lead it back to the cockpit, but he’s thinking about it when it’s time to replace her slab-converted roller boom.

Her lines are sweet and her overhangs add to the classic look, as well as increasing her waterline length and consequently her speed when heeled. Her original full-depth skeg-hung rudder means she can suffer a little from weather helm when overpressed, but nothing that reefing the sails can’t sort out. Some have had their skeg shortened by 200mm or so and the rudder extended forward a little to offer some balance to and ease the weight off the helm.

Sailplan She has a fairly conservative masthead sailplan with the option of a baby stay or removable inner forestay for a storm jib. Her short boom means her mainsail is relatively high-aspect and was originally designed to be furled around the roller boom. She has a 125 percent genoa sheeted to short tracks atop her teak toerails.

Her deck-stepped mast is supported by stout shrouds, including caps and fore-and- aft lowers with a single pair of straight spreaders. Quetzal has a removable inner forestay, which makes tacking the overlapping genoa a bit more difficult.

Deck layout She has a lazarette locker, which houses two big gas bottles and another seat large enough for all the fenders and lines. To port, a full-depth cockpit locker gobbles up the large stuff like inflatables, warps, fenders etc. and still provides room for a decent battery bank. Her coachroof is at a constant height, making the long handrails easy to grab, and her side decks are reasonably uncluttered, allowing unhindered access to the foredeck, which is rather narrow, but workable. High teak toerails help considerably going forward when heeled – they also look pretty too. The cleats are stout, as is the bow roller and other static deck gear.

Living aboard The companionway steps are very steep and the lower one is small, so care needs to be taken when descending. You arrive at a half bulkhead on the edge of the galley to port, where there’s a pole to grab to steady yourself. Headroom is 1.83m (6ft) all the way forward to the heads and handholds each side under the portlights – which are on the small side and don’t open, making it a little dark inside with all the teak joinery. The saloon has a couple of vents in addition to the main hatch.

She has up to six berths if you include the large forepeak V-berth (1.90m long, 2.10m wide at the head and 0.65m at the foot), the saloon double (converted by dropping the table), the single settee to starboard in the saloon and the quarterberth – the latter two making the best sea berths. The heads is where she compares least favourably to a modern cruiser. There’s no shower and only enough room for a smallcorner basin. A vent above keeps it fresh and there’s a small port for natural light. The heads door closes off the forecabin when fully opened and there’s a second door between it and the saloon for privacy. A hanging locker opposite is useful for stowing oilskins. There is plenty of deep stowage beneath the forepeak bunks, but access isn’t easy and there are no shelves or lockers above the berth.

Chart table

To starboard by the companionway, the chart table is small (0.75m x 0.54m ) and on Quetzal the corner drops away to allow access to the quarterberth. Instrument space is good, though, and there’s useful stowage in the dedicated nav seat.

The galley is tightly L-shaped with room for a cooker and oven, although having two full-size sinks means there’s no worktop space. Guy has overcome this brilliantly by building a fold-over tabletop on the bulkhead. While there are lockers behind for crockery and a few other things, most food will have to be stored in the saloon lockers. Guy is also converting the aft return of the saloon settee into a top- loading fridge compartment.

Maintenance The engine is not the easiest to access, although there are side panels in the cockpit locker and under the quarterberth. The top step lifts up for checking and the whole front can be removed for servicing.

OUR VERDICT ON THE BOAT

What’s she like to sail? The Legend 34 is typical of a lot of IOR-styled boats of the 1970s, but I love the way these classics sail. She’s heavy, yes, but her lines are sleek and her keel not too long. She feels positive, steady and safe under sail, with a reassuring motion in big seas. Her deep-vee bow parts the waves without a hint of slapping and her generous keel keeps her tracking on rails.

Fast for her day, the Legend still has the ability to surprise – her displacement giving good momentum to punch through waves. Although she’s reasonably stiff, her high-aspect main means you need to use her mainsheet track to spill the gusts. She could also do with a decent kicker or flattening reef in strong winds.

Her powerful genoa needs reefing first – we put a roll in when the wind started to blow 20 knots or so over the deck, which isn’t unreasonable. This balanced her out and took some of the weather helm away. In reality she prefers to be reefed at 16 knots true for comfort, although under full sail she coped admirably when we set off out of Portland Harbour in a strong easterly.

What’s she like in port and at anchor? If you like cosy, snug interiors together with a sparse but practical layout, this boat should appeal although, dare I say it, she won’t be to everyone’s taste. The toilet and washing facilities are just one level above utilitarian (functional might be the word), so you might be tempted to stop over in a marina if/when you have company unless they share your simple requirements. Saying that, the forward cabin is the pick of berths, the others are a half- decent size, the saloon double measures 1.90m x 1.10m (6ft 3in x 3ft 7in), and the quarterberth 2.0m x 0.75m (6ft 6in x 2ft 6in).

The cooker would cope with a meal for six hungry sailors, but you’d need to have an extended worktop, or make sink and cooker covers for food preparation. I’d also be tempted to lose one sink and have that as a fridge, rather than disturb seated guests every time they want another cold beer.

Unlike on many modern yachts there is plenty of stowage space – it’s just not all that user-friendly. The saloon lockers are excellent and quite deep, but there’s nowhere for clothes other than under the bunks.

Would she suit you and your crew? If you like a sturdily-built and classically shaped yacht that looks downright pretty from most angles, then the Legend might be for you. While the design is quite dated, I believe there’s still a place for these delightful boats and I’d certainly be more than happy to chance a well-maintained example over a long ocean passage.

In performance terms she’s not going to win races around the cans any more, but she’ll log some impressive passage times when it blows and your crew will at least be able to sleep, eat and ablute off watch without fear of being bruised from head to toe.

The trick with a boat of this age is to find one that you have to persuade the owner to part with. If he or she is reluctant to sell, or wants to know your life history, then there’s a fair chance she’s been looked after and kept in tip-top condition. Be prepared to keep spending money, though – boats of this era need regular attention and updating to keep them seaworthy.

FACTS AND FIGURES

Guide price £17,500-£25,000 LOA 10.36m (34ft 0in) LWL 7.86m (25ft 9in) Beam 3.05m (10ft 0in) Draught 1.4m (4ft 7in) Displacement 4,150kg (9,130 lb) Ballast 1,600kg (3,520 lb) Ballast ratio 38.5% Sail area 56.67m2 (610sq ft) SA/D ratio 22.42 Diesel 40lit (8.8 gal) Water 275lit (60 gal)  Engine original: 16hp Sabb; now: 25hp Betamarine Transmission Shaft drive Designer E.G. Van de Stadt Builder Tyler Boat Company (Tunbridge) Website www.stadtdesign.com

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• Sailboat Guide

Dehler 34 is a 33 ′ 1 ″ / 10.1 m monohull sailboat designed by E. G. Van de Stadt and built by Dehler Yachts between 1983 and 1993.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

VDS design #320. Originally called the OPTIMA 106. A more cruising oriented version of the DB1-2 designs,(IOR 3/4 ton). Shallow draft: 4.74’/1.45m TALL RIG: I: 40.85’/12.45m J: 11.97’/3.65m P: 41.38’/12.61m E: 14.33’/4.37m SA (100% fore+main triangles): 540.97 ft2/50.26 m2

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Van de stadt 30

The van de stadt 30 is a 31.06ft masthead sloop designed by van de stadt and built in unknown material since 1973..

The Van de stadt 30 is a heavy sailboat which is slightly under powered. It is reasonably stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser.

Van de stadt 30 for sale elsewhere on the web:

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Les documents pour un Delher 34 de 1988 à 1993 Design Van DeStadt

Bonjour, je converge de plus en plus vers le Dehler 34 comme prochain bateau. Qui a des articles de journaux, des documents sur ce superbe bateau rapide. Certes étroit et pas si long que cela 10,10m.

J ai eu un 38 de 89. Qualité exceptionnelle. Marche très bien. Même archi.

www.annoncesbateau.com[...]HER-34/

Attention, il y a eu toute une série de D34. Celui qui est décrit chez annoncesbateau est il celui dont Courtox56 nous parle ? Ne s'agirait il pas d'une version plus récente ?

Bonsoir, merci pour vos réponses. J'ai déjà la fiche technique des annonces bateaux . Ce que cherche ce sont des articles de journaux d'époque, des essais, des documents marketing du constructeur quelque soit la langue. J'aimerai aussi avoir le prix du bateau en 1990.

Le livre du propriétaire du Dehler 31 et du Dehler 34 en Anglais, je l'ai, si quelqu'un le veut il est sur mon google drive ici: [url] drive.google.com[...]Uk/edit

Pour te donner quelques précisions sur les dehler. A verifier bien sur le 34 ce que j'ai constaté sur le 38 : une carlingue basse en acier (ou alu ?) qui reprenait la semelle de mat et les haubans et les varangues donc la quille. Le mat était emplanté et on pouvait mettre une traction très forte sans que le pont bouge. Une stratification isophtalique, donc pas de cas connu d'osmose (ceci dit, bateau nordique souvent donc sortis de l'eau l'hiver). Des inserts en alu sous le pont à beaucoup d'endroit pour installer des éléments sans intervention dessous. Un dessin (Van de Statd) donnant de très bonne performance au près avec un rapport de lest élevé (plus de 40 %). Par contre, moins de volume souvent que les chantiers français.

je suppose que c'est proche du dossier 391, concernant les Van de Stadt 34, que l'on trouve sur le site de Van de Stadt. Mais dans ce dossier 391, il y a plusieurs types de bateaux décrit simultanément. Galère de s'y retrouver. A vu d'oeil, en regardant "rapidement", le document mis en ligne par Courtox56, c'est vraiment une version proche de mon VDS 34.

Mais, le D34 a des ballasts, pas mon VDS 34.

Cher Van De Stadt, c'est le dossier 320 qui m'intéresse: [url] Mais il est creux, une page avec 2 phrases.

[i]"The db1 hull was used to create the DEHLER 34 cruiser.

This model was a sensation, more than 1.200 were built, and even though the DEHLER 34 has an iron keel and smaller rig, it still handles and sails like a dream.

320 Dehler 34"[/i]

Il y a un autre lien, mais page blanche: [url]

Un peut plus ici: [url] sailboatdata.com[...]ord.asp

mais je ne trouve pas de blog de passionné avec des documents d'époque.

Il y a un 'à bord du dehler 34' dans la revue BATEAUX n° 357 de fev.1988 - paimpol, armement,convoyage, dehler 34. Qui a cette revue et pourrait me faire un scan de l'article?

J'ai acheté la revue par eBay. Article assez banal, du style journaliste payé pour en dire que du bien. Pas d'essais réels que du bavardage. C'est bien quand même il a navigué en père peinard un week end à Newpoort (Belgique) et nous raconte sa promenade.

salut courtox... attention... par experience je sais que les dehler 34 sont cher sur le marché de l'occasion... quel prix envisages pour l'achat de ce bateau? tu peux m'envoyer un mp si tu veux des tuyaux pour des dehler 34....

je connais vraiment très bien le marché d'occasion en europe sur dehler et hanse.

Merci Pierre oui le marché des Dehler est étrange. J'ai visité des bateaux en vente par des Brookers en Belgique, Hollande et aussi en Atlantique. En gros au prix de 40.000€, mais les brooker ne connaissaient pas bien leur bateau en vente. Par exemple safran coincé au niveau des bagues alors que j'avais demandé de vérifier cela avant que je fasse 800kms ... Ensuite il y a l'état d'abandon de ces bateaux sur le quai depuis 2 ou 3 ans, le mouillage qui a disparu., les voiles stockées à l'intérieur pleines de mousse. Sans oublier les vêtements et les vivres périmées dans les placards, la literie pourrie par en dessous, le moteur rouillé ... Je vais privilégier les bateaux avec discussion directe avec le proprio, non pas pour économiser les 2 oyu 3000 € de commissions des brooker, mais surtout pour avoir la "vraie" histoire du bateau et son état réel. Normalement mon bateau actuel devrait se vendre la semaine prochaine, je le remets à l'eau ce vendredi pour des essais avec des acheteurs potentiels. Ensuite le Dheler 34 sera pour février ou Mars. J'aimerais bien qu'il ait une barre franche...

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