hans christian sailboat 34

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Hans Christian 34/36

In many ways this blue-water cruiser represents the best and worst of taiwan boatbuilding- heavy but maintenance-intensive construction..

The story of the Hans Christian 34 and 36, and their successors, is a microcosm of the history of the Taiwan/U.S. boatbuilding industry. That is to say, a mixture of good designs, fine hand craftsmanship, knockoff gear, occasional shoddy finish and detail work, double-dealing and broken promises. Sometimes out of the mix comes a well-built, good-sailing blue water cruiser like the Hans Christian 34.

The Designer(s) and Builder(s)

Hans Christian Yachts got its start 24 years ago when a former Long Beach, California high school teacher named John Edwards approached naval architect Robert Perry about a plan to build quality yachts economically on the island of Taiwan. It wasnt an original thought; the Formosa Boat Building Co. in Taipei and Cheoy Lee in Hong Kong had been at it since the 1950s. Edwards and Perry had collaborated on an earlier Taiwan-built boat, the CT 54. For Edwards, Perry came up with plans for the hull, keel and rig for what would become the HC 34.

Before the first 34 was built, Perry says he was informed that Hans Christian had blown up his design to a 36-footer but that, no, he wouldnt be getting any royalties. Thus ended, for a time. Perrys role with the design, although the company continued to credit (or exploit) his name in connection with the 36.

Under Edwards Taiwan arrangement, he owned the designs and controlled the distributorship. An outfit called Union oversaw construction, and the yard basically owned the tooling. House designer for subsequent designs such as the 33 and the 41, was listed as Harwood S. Ives of Cruising Design in Winterport, Maine (Perry says hes tried unsuccessfully to track down Woody Ives, has found no one who knows him and tends to doubt his existence. Hans Christians new president, Jerry Finefrock, who took over this year, says he understands that Ives is English, but that he hasn’t been able to locate him either.)

Finefrock, a lawyer who concedes his knowledge of the firms earlier history is somewhat incomplete, says that through some sort of Chinese chicanery someone took the HC 36 molds and began building the Union 36. He said a lawsuit, filed by Edwards after Union lightened the scan’tlings and reverted to the Hans Christian name, ended the chicanery. Perry, who meanwhile had retaliated by designing the Tayana 37, disagrees with that version. He suspects that Edwards somehow alienated the yard, which owned the molds, much as he had with the earlier project, the CT 54.

Later, the Union people asked Perry to lend his name to the 36 in return for royalties. He agreed to a compromise in which the yard could claim the boat was based on a hull by Bob Perry, which was true to the extent it was a knockoff of his 34. When the company continued to claim it as his design, he disassociated himself and the royalties stopped.

In the middle of all this, a Union employee asked Perry at a meeting in Taipei to redesign the 36s keel, paid for the job with a personal check, then took the design and began building his own boat at the Mao Ta yard. The 36, ultimately more successful than the 34 in sales, popped up as the Mariner Polaris 36 and EO 36. None did as well as the Tayana 37, however, of which 570 eventually were made.

Hans Christian went on to create a number of successful models (John Edwards has a good eye for a boat, Perry concedes), eventually parting ways with the Hansa yard, which had taken on the line land presumably dropping German-built from its advertising claims, claims that made a lot of people believe the boats were built in a little Bavarian village high in the Taiwan Alps). The boats then were built at several other Taiwan yards before relocating, in 1989, to Thailand. Edwards then faded from the scene (Hes out of the business, Finefrock said) and the new ownership took over early in 1993 from Edwards former partner, Geoffrey White. Hans Christian now consists of two distributorships, one headed by Finefrock in Annapolis, another in Europe, and a new plant in Bangsaray, Thailand. Finefrock said the factory has air-conditioned lay-up facilities, a new quality control program directed by Michael Kaufman of Annapolis, and is certified to build to ABS standards.

Gone from production, the president said, are the 33 and 38; the 33T (traditional) is suspended, the 38T has been idle since 1990, and the 38 MK II is dead and buried. The 43T, out of production since 1989, will be reactivated, while the 43 Christina, part of Hans Christians updated Euro line, will continue. The 40 Christina is gone, but a new version of the 48T will be made. Plans are in the works for a 60-footer. In all, there are some 1,100 Hans Christians sailing the oceans of the world, including the 34 and 36.

Dont ask Hans Christian for the plans or any data, however; all was lost when the company relocated from California to Annapolis.?You can, however, call Perry (Robert Perry Yacht

Designers, 6400 Seaview Ave. N.W., Seattle, WA 98107; 206/789-7212), who feels a connection to Hans Christian owners, even if he didnt design all their boats. His consultation fee of $250 entitles per- sons to ongoing access and consultation, drawings and any technical backup you need.

As designed by Perry, with a little help from Edwards/ Ives, the Hans Christian 34/36 is a heavy, double-ended, cutter-rigged cruising yacht designed specifically for ocean sailing. Like others of its kind, its often described as a traditional North Sea double-ender, although the tradition exists mostly in the imaginations of builders and owners rather than with any vessels that actually existed. They are exaggerated caricatures of old boats, says Perry. Nevertheless the 34/36 has pleasing lines that draw admiring glances. And it was boats like this that helped Taiwan expand its boatbuilding industry during the 1960s and 70s.

The boat is typical Taiwan in other ways-solid construction (it displaces 18,300 pounds), its real teak decks and all-wood interior. The craftsmanship is excellent and affordable only because native carpenters were paid a tenth of what their U.S. counterparts earned. All this weight, of course, tends to make it a poor light-air sailer.

The 34/36 has a low chin bow, a short canoe stern, a long flat run aft and a fairly straight deadrise in the mid-section over a V-bottom, similar to Perrys U.S.- built Valiant 40. Perry said he began rounding his hulls for boats like the Tayana 37 and FD 35 before realizing hed gotten it right the first time. Thats a hull shape I went back to as time went on.

The hull is solid (and thick) hand-laid fiberglass. The deck is 5/8″ teak planks over a sandwich of 3/8″ glass, 3/4″ plywood, and another 3/8″ glass layer. The cabin top is cored with 1/2″ plywood. Although the deck bungs are bound to loosen with time (this is a boat that requires lots of maintenance) we saw no evidence of deck delamination in the 1978 model we inspected. The hull-deck joint is glassed over on the inside and appears to be through-bolted as well. Solid bulwarks allow the lifeline stanchions to be mounted vertically for better strength than those through-bolted to the deck. Interestingly, the nuts are embedded in the glass, a practice used elsewhere on the boat. (Hans Christian, incidentally, in the future will drop the thick glass and wood-cored hulls in favor of lighter Divinycell foam-cored hulls.)

The solid bronze traveler is definitely heavy-duty, although its position well forward on the boom makes sheeting difficult (photos of other 34s show boom-end sheeting). The bronze, like the wooden blocks, is part of the traditional aesthetic. Despite the overbuilt nature of the boat, little flaws here and there can create problems. On the 34 we sailed out of Newport in the summer of 1993, the Rosalie, a worker had failed to drill a weep hole in the port stanchion of the boom gallows. The result was a persistent leak over the galley that took the owner many hours to track down and remedy. And theres occasional mismatching of metals-in one case we saw stainless steel screws inserted into a bronze fitting.

Another complaint was a squared-off leading edge on the 7,000-pound full keel, described by the owner as looking like a cheese wedge. Perry says that probably was his fault as a relative newcomer, who neglected to give precise enough instruction to the yard that built the keel. The best solution, he said, is to reshape the leading edge with foam and fiberglass.

Accommodations

This is a good-sized boat with commodious, if less than perfect, storage and space below. The galley, to port at the foot of the companionway stairs, is small, with a two-burner stove, ice chest for cold storage and limited counter space.

Rosalies owner, Frank Girardi, cut a door into the compartment under the sink to convert otherwise dead space to storage. To starboard aft is a quarter berth that the owner says is his favorite sleeping berth. Theres also a generous chart table, positioned and sized for the dedicated navigator.

In the saloon is a settee berth to starboard and to port a U-shaped dinette; theres plenty of stowage behind and under seats. Six opening bronze ports, oval in size, and a large rod-reinforced skylight introduce lots of light to the main living area. A second, smaller hatch and several more ports forward provide natural light for the head and V-berths.

This is a deep boat with a big bilge, good access to the systems including the engine, and lots of tank- age; the original boat came with two stainless steel water tanks under the main salon and a smaller one forward. A previous owner removed the saloon tanks and replaced them with a single fiberglass unit that holds 150 gallons-sufficient for almost any trip. Girardi installed filters between tank and head and galley for better-tasting water.

Other alterations made (and worth checking on any boat) included replacing an (illegal) T-joint in a propane line behind the dinette, leading to a LPG water heater, and replacing a gate valve in the head with a Wilcox-Crittenden seacock. The owner also cut another door under the head sink for better access to seacocks. A check of all the seacocks, which may or may not be cheap knockoffs, is a good idea.

Performance

At 18,000-plus pounds and with a 5′ 6″ full keel (with cheese wedge up front), this is not your ideal light-air cruiser, despite its three sails (main, Yankee and staysail) and total sail area of 676 square feet. In fact, it requires a good 15 knots to get up and go at anywhere near its hull speed. We were doing 5.6 knots close-hauled, relatively-speaking, in 13-15 knots and small Narragansett Bay waves. The owner has reached a top speed of 11 knots (while surfing in a following sea) and recorded a high of 9 knots on the return of this years Bermuda One-Two race. For the record, the only PHRF data for the 34 and 36 we could find, one boat each, was 204 and 186 respectively.

Despite Hans Christians one-time claim that the 34/36 has a genuine appetite to go to weather in a drifter or a blow. this boat is best on a reach. The highest youre likely to get to point is 45 degrees; we tacked through an even 90 degrees on our outing. A bigger jib should help the boats overall performance, according to comments Practical Sailor has received. In fact, Perry recommends sailing with a genoa and without the staysail to maximize light- air performance. Sailed as a sloop, he says the 34s performance compares favorably to other boars of this genre.

While hardly the boat for a drifter, its definitely a good boat to be on during a blow. Owners report that it rises exceptionally well to the steepest of waves. High-sided with big bulwarks, it may not be the aerodynamic ideal, but it is dry and safe. The cockpit, surrounded by teak staving, is comfortable in size and configuration, but small enough to be safe at sea and with adequate drainage. The bulwarks make going forward feel quite safe.

Although OSTAR and BOC veteran Francis Stokes calls a cutter sail plan the best for ocean sailing, it can be difficult to learn to trim. Perry agrees that the clutter rig is the most difficult for the beginner to master, noting that an over-trimmed staysail acts like a parking brake. We experienced some backwinding of the mainsail by the staysail tin part because its foot was too long for the club and had quite a hook in it) and felt occasional weather helm. Part of the problem may have been the extreme forward location of the mainsheet traveler, which made trimming difficult; a dodger also interfered with cranking the winch a full turn.?The boat itself balances well; the owner reports that his Monitor wind vane works well in most conditions. On the wind, he was able to simply lock the wheel and sit back and relax while the boat held its course.

Heeling was not excessive at 15-17 degrees in 15- knot winds. Reefing should not be necessary until well into 20 knots of wind; easing the mainsheet will buy some extra time without suffering undue consequences.

Hans Christians came powered with a variety of engines. Two 34s we know of, one with an Isuzu 40, the other with a 3-cylinder, 35-hp. Volvo, got about the same results in speed-about 6 or so knots at 1,800 rpm. Rosalies performance under power improved (for a time) to about 8 knots with a three-bladed propeller, but fell off during the season, possibly because of bottom fouling. The owner had switched from his two-blade because it thumped when passing behind the deadwood; fairing the aperture would help this condition.

While not a good boat for the weekend coastal cruiser, or for anyone who does much sailing in light-to-moderate air, this is an excellent choice for the serious blue-water sailor. This is a boat that will take you offshore to Bermuda or just about anywhere and will stand up to a gale. The 34/36 wont get you there fast, but it will get you there safely.

The teak decks and wood interior are attractive, but carry with them the burden of constant upkeep. This is a good-looking boat, particularly to those who like the traditional canoe stern and all the trimmings. And you can probably pick one up in the $50,000-$55,000 range.

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• Hans Christian 34 for Sale

'Pompoen' , our Hans Christian 34 for Sale! by owner Rick Kretschmer

We are selling our beloved 1978 Hans Christian 34 cutter-rigged double-ender. She is currently located in Chaguaramas, Trinidad & Tobago, a great place to prepare for a long journey and finish any bits of a refit desired. She had an extensive refit in 2023 as outlined in the following inventory and refit lists.

Pompoen ’s Inventory List:

• 1 Working Genoa 110%
• 1 Working Staysail
• 1 Spare Staysail
• 1 Storm Jib
• 1 Working mainsail
• 1 Spare mainsail
• 1 Cut down mainsail for use as storm mainsail (Storm track on mast)
• 1 Cruising spinnaker with sock and deploying gear

• 3 Barient #18 two speed, chromed bronze
• 1 Lewmar 7 single speed aluminum
• 1 Barient #21 two speed, chromed bronze
• 2 Lewmar #40 two speed, self-tailing, chromed bronze

Ground Tackle:

• 1 Hinged shank plow type anchor 45lb.
• 1 65M of 8mm galvanized chain
• 1 Hinged shank plow type anchor 35 lb.
• 1 Fortress™ FX 37 Aluminum stockless Danforth™ type
• 1 Length of ¾” three strand twisted nylon rode 160’ in good condition
• 1 Length of 1” nylon braid 220’.
• 1 Simpson Manual Windlass
• 1 Anchor Buddi (lead weight to roll down chain to improve scope)
• 7 Fenders and plenty of Docking Lines

• 1 Rollup Achilles Dinghy,new 12/2008 professional inspection and repairs 2023
• 1 8HP Mercury outboard, new in 12/2008 Overhaul in 2023
• 1 Navy Stockless Dinghy Anchor

Safety Equipment:

• 1 Viking 4 Person Liferaft 2011
• 1 EPIRB ACR 406 satellite3, COSPAS-SARSAT 2DC58 EB382 FFBFF batteries replaced in 2023
• 1 Para-Tech Sea Anchor that is the recommended size for this boat with 2 300 ft lines rigged for easier deployment
• 3 Life jackets
• 3 Harnesses
• 2 Jack Lines
• 1 Spot light
• 3 Fire Extinguishers (2 new 2023)
• 1 Man Overboard pole w/horseshoe buoy
• 1 Sledge Hammer
• 1 Radar Reflector
• 1 Bosun’s Chair
• 4 Screw in storm plugs for Dorade vents
• 1 Pair of Cable Cutters

Piping and Sanitary:

• 1 Small rule submersible electric bilge pump
• 1 Rule 3700 emergency submersible electric bilge pump
• 1 Whale Mk5 manual bilge pump new 2023
• 1 Potable Pressure Water System
• 1 Galley fresh water electric pump
• 1 Galley fresh water foot pump
• 1 Galley saltwater hand pump

• 1 Beta Marine Diesel model BV1505 rated at 37.5 SHP installed in 2000 with 2380 hours of use.
• 2 Racor separator/filters w/bypass capability to run one or both and can change one while running engine on the other
• 1 Exhaust shut off valve for use in high seas
• 1 PSS Dripless shaft seal
• 1 3 blade bronze propeller

• 2 Lifeline GPL-4DL AGM house batteries NOTE: Only one was installed, the other is beneath the port side salon bench awaiting wiring both New 2020
• 1 Eveready Gold Lead acid start battery 700a new 2023
• 1 Mega Pulse Marine battery maintainer

Navigation Equipment & Electronics:

• 1 QK-A026 AIS Receiver with NMEA Multiplexer + WiFi + GPS
• 1 ProNautic 12/20P can use 120VAC, 60hz, or 230VAC 50hz, installed in 2017
• 1 True Heading Carbon AIS Transponder
• 1 Icom IC402 1/25W fixed mount VHF radio
• 1 Vesper Marine AIS transceiver with NEMA interface new 2010
• 1 Garmin GPS 12 handheld
• 1 Hummingbird Fish finder/depth sounder Matrix 12
• 1 Signet Knot-Log
• 1 Kenwood R5000 SSB receiver
• 1 SSB Realistic DX440
• 1 Bronze Ritchie 5” magnetic steering compass
• 1 Spare Ritchie magnetic tell-tail compass
• 1 Sinergex™ 300W inverter
• 1 Pair Hahn 7X50 waterproof binoculars
• 1 Pair Plastimo 7X50 binoculars
• 1 pair Yamaha 6X30 binoculars
• 1 New Windex 2023 masthead wind indicator
• 1 Radar reflector
• 1 Supernova Combi Tri and Anchor L.E.D mastlight

• 1 Autohelm for Wind Vane driving auxiliary rudder. New bearings, support brackets, and other parts in good operating condition

• Taylor’s 030 2-burner stove with oven

Entertainment:

• 1 Car deck with usb, aux, MP3 player (no CD)
• 1 Sewing machine household Singer from 1977 serviced in 2023

• Assortment of hand tools from 17” channel lock pliers to feeler gauges and easy outs
• 1 DeWalt 12 Volt drill and flashlight w/charger new 2013
• 2 DeWalt batteries new 2019 and 1 older.
• 1 Makita die-grinder
• 1 Mini Shop Vac(great for being on the hard)
• 1 Pressure Washer New 2023

Documents & Manuals:

• 1 Engine notebook
• 1 Notebook of assorted info on systems and parts
• 1 Slim orange ITOYA file with electrical schematics, awning cut out plan
• 1 Black engine maintenance log
• 1 Set of Reference books
• Lots of extra fiberglass materials, varnish, paint, tons of extra nuts, bolts, screws, etc, all perfectly organized

PAST MAJOR PROJECTS (provided by previous owner who had her since 1989):

• 1999: replaced Starboard Samson post with purpleheart.
• 2000: new engine (replaced salt water cooled Volvo 34 with the Beta before heading to tropics)
• 2001: new standing rigging and solar panels
• 2002: water tank leak repairs.
• 2003: new VHF and antenna, new speedometer after lightning strike. No other damage sustained. Bottle brush added. Major paint work, New awning and sail covers.
• 2003: Auxiliary rudder repairs.
• 2005: New wiring for navigation lights (both masthead and pulpit), other work on mast including paint.
• 2006: Replaced port diesel tank (black iron) with epoxy/glass and re-plumbed fuel lines.
• 2007: Removed bowsprit for caulking access, discovered some rot and replaced the entire bowsprit with kauri. Re-glazed all port lights.
• 2008: New dinghy/outboard. 65M new chain – not much work done this year.
• 2009: replaced bow stem chain plates and inner forestay after the former broke. Blister repair job including one new layer of glass and lots of painting, Also a new awning.
• 2010: AIS Transponder added. New interior cushions, new fenders
• 2011: New life raft, new EPIRB, new docking lines, some new running rigging
• 2012: New wood for overhead in salon & galley, w/new LED lighting, interior paint and varnish, misc. wood work. New galley cabinet and stove surroundings lined with stainless steel. Replaced 2 chain plates (aft shrouds – one showed hairline crack). Re-bedding of forward haws holes.
• 2013: replaced upper shroud chainplates, new 65M chain.
• 2014: re-caulking and refastening teak deck. New engine damper plate. Port Sampson Post replaced with Ipé. New dinghy floorboards. Transmission fluid change.
• 2014 - 18: Replaced most of the caulking.
• 2015: Forward shroud chainplates and stern chain plate replaced. (Bowsprit fitting for head stay only original left.) Had topside blisters (cosmetics) repaired and entire topsides painted with AwlGrip. New Bow Pulpit, wiring, LED lights, bowsprit paint, New stern pulpit, wiring, LED light, new mast step.
• 2023: Major refit (see below)

Major refit 2023

Electronics:

• Switched to navionics (installed iPad USB 3.0 charging and mounts)
• Installed QK-A026 AIS Receiver with NMEA Multiplexer + WiFi + GPS (AIS appears on Navionics while continuing to send location)
• New Supernova Combi Tri and Anchor L.E.D mastlight (Functions as both nav lights and anchor light)
• New in mast VHF cable of high quality
• Replaced batteries
• Cleaned heat exchanger
• Emptied and cleaned diesel tank
• Flushed coolant system thoroughly
• Professionally rebuilt alternator
• New fresh water pump
• New temperature sender
• Polished belt surfaces
• New belt (fan belt gates 9 part number 7400 10mmx 1031mm OC)
• Oil change, new oil filter
• New fuel filters (including Parker Racor filters)
• New air filter
• New cutlass bearing
• New PSS dripless shaft seal
• Replaced Zincs throughout boat
• Installed New Jabsco toilet (toto bowl) system with all new plumbing, vent loops, and through hull fittings
• Cleaned, inspected and lubricated all winches
• Cleaned, inspected and lubricated windlass
• Cleaned, inspected and lubricated all seacocks
• New mainsail cover
• New headsail cover
• Professionally serviced dinghy
• Professionally serviced outboard engine and replaced drive shaft with higher quality Stainless Steel
• New lifelines with Dyneema
• New manual bilge pump whale mk5
• Professional standing rigging inspection and tuning(replaced two toggles (Forestay and backstay) and port side bowsprit stay)
• New Spreader boots
• New spreader LED lights and lenses
• Rebuilt and cleaned stove and stove pump, installed one brand new burner and inspected others
• Rebuilt saltwater galley pump
• Redesigned bow anchor rollers to maintain centered chain

Brightwork:

• Painted mast and booms with 2 component paint
• Re-bunged entire teak cockpit/refinished teak
• Cabin top repaired and professionally painted with 2 component paint
• Thorough painting and varnishing of boat using 2 component interlux paint and epifanes varnish
• Bottom sanded back to primer
• 3 layers of Interlux epoxy primer
• 3 layers of Interlux antifouling
• Cleaned all lockers and reorganized entire boat
• Installed new ceiling panels with new teak trim (removable for easy access to through deck fittings)
• Rebuilt port teak mast pad
• Varnished the following with 7 coats of Epifanes:
• Rub rails, handrails, companionway, doors, and steering wheel
• Varnished Interior touch-ups using Helmsman stain varnish
• Name and home port professionally made and installed
• 2 layers of Semco and 4 layers of varnish on cockpit grates, bow teak and stern teak planks
• 2 layers of Semco on teak deck

Future projects:

• Remove the starboard diesel tank as it is no longer functioning, replace or use space for storage (if we haven’t done so yet).
• Connect solar panels to MidNite MPPT solar charger (if we haven’t done so yet)
• Install additional Lifeline GPL-4DL AGM battery (if we haven’t done so yet)
• Install new Lowrance depth sounder and fish finder to replace older Hummingbird fishfinder (if we haven’t done so yet)

Asking Price & Contacting the Owner

I'm asking $42,000 for my Hans Christian 42 'Pompoen' .

If you'd like more information or want to be 'Pompoen' s new owner please contact me, Rick Kretschmer, here...

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Hans christian 34

The hans christian 34 is a 34.0ft cutter designed by robert perry and built in fiberglass by hans christian yachts between 1974 and 1979., 34 units have been built..

The Hans christian 34 is a heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat. The fuel capacity is average. There is a good water supply range.

Hans christian 34 for sale elsewhere on the web:

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• Sailboat Guide

1978 Hans Christian 34

• Description

Seller's Description

1978 Hans Christian 34 cutter for sale. Original Robert Perry design and the one that many were copied from to offer the ultimate Bluewater world cruiser.

Embark on your dream of world cruising with this remarkable 1978 Hans Christian Cutter sailboat. With only three owners throughout its history, this vessel has been meticulously maintained and undergone an extensive refit, ensuring it is ready to tackle the high seas.

Powered by a reliable 2000 Beta BV1505 engine, this sailboat offers exceptional comfort and reliability. Don’t miss the opportunity to own a seaworthy vessel that’s prepared to take you on unforgettable global adventures.

Benefit from an extensive refit, ensuring that all major systems have been thoroughly inspected, upgraded, and replaced as needed, providing peace of mind and reliability on your journeys.

The Hans Christian Cutter is known for its robust construction and seaworthiness, capable of handling challenging weather conditions and providing a safe and comfortable sailing experience.

Enjoy a spacious and well-appointed interior, featuring comfortable accommodations, a galley, and a navigational station, allowing for extended periods aboard without compromising comfort.

Its impressive history, reliable engine, and readiness for world cruising make it the ideal vessel to fulfill your dreams of exploring the oceans. Contact us today to arrange a viewing or request additional information.

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)

Though relatively few were built, it is the predecessor to another series of boats built in far greater numbers. It is said that before the first HANS CHRISTIAN 34 hit the water, a second set of molds was created for a ‘stretched’ version, first called the HANS CHRISTIAN 36, and later built as the UNION 36 among other names. Though the 36 foot version is still often considered a Robert Perry design, it was never authorized by him, nor were royalties paid. Thanks to HANS CHRISTIAN 34 owner Bill Lockwood (and others) for providing updated information.

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34' Hans Christian 34 Cutter

Stock #338878 - Hans Cristian 34, a solid bluewater cruiser with extensive refits - ready for new owner and new adventures. 1978 Hans Christian 34 cutter for sale. Original Robert Perry design and the one that many were copied from to offer the ultimate Bluewater world cruiser. Embark on your dream of world cruising with this remarkable 1978 Hans Christian Cutter sailboat. With only three owners throughout its history, this vessel has been maintained and undergone an extensive refit, ensuring it is ready to tackle the high seas. Powered by a 2000 Beta BV1505 engine, this sailboat offers exceptional comfort and adventure. Don't miss the opportunity to own a seaworthy vessel that's prepared to take you on unforgettable global voyages. Benefit from an extensive refit, ensuring that major systems have been inspected, upgraded, and replaced as needed. The Hans Christian Cutter is known for its robust construction and seaworthiness, capable of handling challenging weather conditions and providing a safe and comfortable sailing experience. Enjoy a spacious and well-appointed interior, featuring comfortable accommodations, a galley, and a navigational station, allowing for extended periods aboard without compromising comfort. Its impressive history, diesel power, and readiness for world cruising make it the ideal vessel to fulfill your dreams of exploring the oceans. Contact us today to arrange a viewing or request additional information. We are looking for people all over the country who share our love for boats. If you have a passion for our product and like the idea of working from home, please visit Careeers [dot] PopSells [dot] com to learn more. Please submit any and ALL offers - your offer may be accepted! Submit your offer today! Reason for selling is changing interests. At Pop Yachts, we will always provide you with a TRUE representation of every vessel we market. We encourage all buyers to schedule a survey for an independent analysis. Any offer to purchase is ALWAYS subject to satisfactory survey results. You have questions? We have answers. Call us at (941) 538-7803 to discuss this boat. Selling your boat has never been easier. At Pop Yachts, we literally sell thousands of units every year all over the country. Call (855) 218-2805 and we'll get started selling your boat today. Take a look at ALL ***19 PICTURES*** of this vessel on our main website at POPYACHTS DOT COM. We appreciate that you took your time to look at our advertisement and we look forward to speaking with you!

• Specifications
• Description

Condition The seller reports the boat to be in good working order with systems operating as designed and maintenance up to date. Buyers are encouraged to perform their own inspections to confirm condition prior to purchase. Navigational Equipment - AIS System - Autopilot (Wind Vane) - Compass - GPS / Fishfinder (Humminbird And Garmin Units) - Navigation Lights - Navionics - Single Side Band Radio - VHF (Icom) Mechanical - Bilge Pump - Closed Water Cooling Sys. - Fuel Injected - Rudder - Throttle/shift: Mech - Water Tanks Electrical Systems - 110v AC Outlets - 12 V DC Outlets - AC Electric Panel - Batteries ( Number Of) (3) - Battery Switch - Battery Tender - Hour Meter - Oil Pressure Gauge - Stereo - Tachometer - Volt Meter - Water Heater - Inverter (3000w) Accommodations - Cabin Lighting - Cabinets - Dinette - Hanging Locker - Head - Ice Box - Nav Station - Port Holes - Pressurized Water System - Salon - Stove / Oven - V Berth Construction - Bottom Paint Antifouling Deck Gear - Anchor - Anchor Locker - Anchor Rode - Bimini - Bow Pulpit - Bow Rail - Cleats - Fixed - Sea Cocks - Self Bailing Cockpit - Steering Wheel - Transom - Closed - Windlass (Manual) Safety Equipment - Yacht Certified Sails - Covers - Sail (Main And Staysail) - Downhaul - Reefing Mainsail (2) - Roller Furling Jib (110 Genoa) - Spinnaker- Asymmetrical - Staysail (2) - Storm Jib - Dodger Rigging - Backstay - Blocks - Boom - Lifelines (2023) - Mast - Rigging Hardware - Running Rigging - Cutter Rig - Standing Rigging - Traveler - Winches - Manual

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A Bowsprit Reborn: A DIY Renovation Story

• By Marissa Neely
• August 27, 2024

In 2020, our friends purchased a 1980 43-foot Hans Christian, Remedy , that had a compromised bowsprit. My husband, Chris, had reinforced it for the previous owner, but it was time to replace it entirely because it was suffering from severe termite damage and was the weakest link of the rig. Chris was asked to tackle the replacement job too, based on his reputation here in Southern California for delivering excellent results, even if it means putting projects aboard our own Cheoy Lee 41, Avocet , on the back burner. 

Hans Christians are pretty easy yachts to spot; many of the designs have a substantial bowsprit, carrying the lines of the large bulwarks that make for a stout bluewater cruiser. The rigs differ from ketch, sloop and cutters, but they all get as much sail area as possible, utilizing the bowsprit. For example, the 33-foot Hans Christian has a relatively small footprint on deck but sports the rig and sail area of what you might see on a 40-foot yacht, to compensate for the heavy displacement.

Forty-one-year-old Remedy had never had the bowsprit removed and inspected—hence the termites, along with wood rot at the base, where water pooled easily. 

There also was the issue of the samson posts (the physical stopping point for the aft end of the bowsprit) having separated from their lateral support underneath the deck. And we noted a classic case of stainless-steel crevice ­corrosion that had claimed all of the bowsprit hardware, which had hairline cracks, pitting and bent tangs. 

A total rebuild was necessary, and there was a lot to consider about the way to go about it, given how much materials and technology have improved since Remedy splashed decades ago. We could stick with wood and re-create what was there, or make something like a fiberglass bowsprit. Using the old bowsprit as a mold, we could build something that was impervious to rot, and that was stronger and lighter than its wood counterpart. Or we could build one out of aluminum. It wouldn’t sport the exact same design, but it could be better in many ways. 

Our friends decided to stick with traditional wood, which led to new considerations. Since materials like old-growth wood are simply not available these days, we couldn’t carve a new bowsprit out of a single piece of timber like the original. Instead, we would have to utilize techniques such as laminating. Having just finished our bulwark aboard Avocet , we knew that we liked cumaru wood (sometimes called Brazilian teak) for its strength, but finding a piece that was a minimum of 8½ feet wide by 14 feet long, and kiln-dried, turned out to be more difficult than we anticipated. 

Remedy ’s owners found a lead on sapele, a type of mahogany with higher tensile strength than teak and better gluing adhesion. It lacks the oils that teak has for fighting off rot and bugs, but given the general lack of wood on the West Coast, we decided that sapele was our best option. 

With the wood ordered, Chris set out to translate measurements from the old bowsprit to paper so that he could dimensionally see how Hans Christian had done it, and where he could improve the design. 

Hans Christian had made the original bowsprit quickly and efficiently, leaving details such as perfectly straight lines, 90-degree cuts and appropriate spacing as an afterthought. Chris added notes where material needed to be added and taken away to create an upgraded version. He then laid out his tools and got busy turning the 5-by-5-foot boards into a bowsprit. 

This was a messy project. Not only were we dealing with a large amount of dripping resin, but there was also a fair bit of dust and shavings that wouldn’t be appropriate to manage dockside. Fortunately, our friends at Ventura Harbor Boatyard allowed us to set up shop there. Chris created a workspace encapsulated with a tarp to control the dust and temperature. Inside, we used box fans for air circulation.

 From the initial concept, we knew that the hardest part of building the new bowsprit was going to be cutting an 8½-by-8½-foot cube with a taper. So, instead of trying to cut an entire solid piece of timber, Chris instead cut 10 planks into the shape of the bowsprit, with the intention of gluing them together. When he cut the boards, he purposely left about a ¼-inch of extra material on all sides to act as a buffer while gluing everything together, and to allow for enough material to be planed away during the shaping process. 

Once the boards were cut into their desired shape, it was time to glue them together. 

This process of laminating wood with many layers introduces an incredible amount of tensile strength, if you can keep the layers well-bonded for the life of the beam. There have been horror stories about laminated beams on ships coming apart, but if the job is done properly, the result will be stronger than it could be with a single piece of timber. 

After speaking with a few experts about lamination materials, Chris used Smith’s Oak and Teak Epoxy Glue, which turned out to be by far the stickiest, strongest and goopiest epoxy we have ever seen. Chris did a quick run with the orbital sander to raise the grain of the wood, and then a wipe-down with acetone, before he and one of the boat’s owners began applying the glue with a 4-inch filler spreader. 

This was among the most stressful parts of the entire project—and not just because we needed it to work. At that time, there was a nationwide epoxy shortage, so we were trying to conserve epoxy at the same time that we were liberally applying it. And we were racing to make sure all the boards were clamped before the epoxy “kicked off” (entered the initial cure phase). 

When the last clamp was placed, the old bowsprit was placed on top of the laminated boards for more downward pressure. With the epoxy curing, we draped a tarp over the whole ensemble and plugged in three space heaters to increase the ambient temperature to 95 or 100 degrees Fahrenheit, to assist in the curing process. To be safe, we checked on the heaters continually, and we removed them from our workspace the following day.

Two days later, we removed the clamps to get a good look at what was now one cohesive piece of wood. We were pleased with the results (whew!). It was now time to shape the laminated wood into a proper bowsprit. 

The first tool Chris grabbed was his trusty grinder with a 5-inch sanding-pad attachment, to get rid of all the epoxy that had squeezed out between the boards. This step left a flat surface that was suitable for a hand planer. 

Chris struck a centerline and started marking the sides of the bowsprit where the final dimensions would be. The least amount of material he had to remove was about a ¼-inch, and the most was about 4 inches around where the bottom edge of the bowsprit tapered from the middle section up to the very front. This exercise confirmed that his initial cuts in the individual planks were correct, leaving enough material to shape. 

After lamination, the bowsprit weighed more than 300 pounds—yikes, indeed—but that figure decreased with every inch of material that Chris shaved away. The final weight was around 270 pounds. This is why a lighter material such as fiberglass, carbon or aluminum would be great to consider.

Once the bowsprit was between ⅛ and ¼ inch of the original spec, we relocated our project to the dock, where the final shaping would make a minimal mess. 

To say that we were ­nervous at this point was an ­understatement. Chris worried that the monster he had crafted might not gracefully replace the previous bowsprit, and his worrying made me anxious. There was only one way to put our nerves to bed, and that was to lift the bowsprit and see if it fit. 

At first, it didn’t—but that was OK. We had anticipated an improper fit, which is why Chris had left enough material to continue taking it away, finely tuning the bowsprit’s shape to the boat itself. Using his wood planer and contractor square, he shaved another ¼ inch off the sides. He repeated the process about three times, with the fourth time being the golden ticket. The bowsprit slid with no resistance into place, with a very rewarding thunk into the samson post notches. 

The bowsprit was at that point dry-fitted to Remedy ,but the work was far from over. Chris had intentionally left the mating surface (where the samson posts and bowsprit made contact) proud so that he could strike a final line on the bowsprit once it was in place. This step in the process ensured that the bowsprit would be fully supported by the samson post while ­avoiding point-loading.

After this step was ­complete, it was time to install the hardware, which you might think would have been easier than everything else we had done so far. Nope. 

By far, the most intimidating part of this project was drilling for the fasteners. Chris had thought about using a mobile drill press, but the holes he had to re-create in the bowsprit needed to accommodate the original hardware (like the pulpit), and those holes were not all uniform in where they went in and came out of the sprit. 

For example: The two ½-inch bolts that go through the staysail chainplate went into the wood at about a 60-degree angle. So we took the process old-school and laid the hardware down on the bowsprit exactly where we wanted it. We then marked both sides of the hole, and used a handheld ½-inch drill to cut the holes in both sides until they connected in the middle. This technique ended up working pretty well—but there was a level of guesswork involved that, while it did not affect the quality of the finished product, just felt wrong to us after so much attention to detail in the project thus far. 

Once all the holes had been drilled, Chris oversized them slightly and inlaid G10 (prefabricated epoxy-based fiberglass laminate) tubes for the bolts to go inside. Adding this upgrade to the original design meant the hardware didn’t need to be bedded because the G10 was epoxied in place. This upgrade to the design also meant the bolts couldn’t oval the wood over time, a problem that would lead to water ingress and put our friends right back where they had started. 

After the tubes had been installed and bedded with thickened epoxy, the entire bowsprit was saturated in Smith’s Clear Penetrating Epoxy Sealer, and then finished with nine coats of Awlgrip’s Awlwood Clear Gloss. If we do say so ourselves, it looked quite lovely.

In the end—with all new hardware, a beautifully varnished bowsprit, and a bluewater cruising boat that was ready for adventure—our friends set a course south for Mexico in October 2021. 

When we last checked, Remedy had covered more than 1,000 nautical miles, with the bowsprit we created proudly leading the way.

Marissa and Chris Neely are currently refitting their Cheoy Lee 41, Avocet, prepping to cast off their lines and go cruising.

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