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The Scheel 45 is a 45.0ft masthead sloop designed by Henry Scheel and built in fiberglass since 1974.

The Scheel 45 is a moderate weight sailboat which is under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.

Scheel 45 for sale elsewhere on the web:

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Is anyone familiar with the Scheel Center Cockpits? I am having a hard time finding any reviews on them. Opinions please....  

Henry Scheel was a designer probably better known for the 'Scheel Keel' than the boats he designed. Looks like he was connected to Morgan Yachts in the 70s/80s More info which you may have seen: Sailboat designs of Henry Scheel by year  

Could be refering to a Scheel keel, I'm not familiar with any boat builders by that name  

Some years ago saw a 45 done by him. Chatted up the owner. He loved his boat. Think it was in duck harbor.  

There is one for sale on Yachtworld that looks interesting. I like the lines and the price is certainly right ( I think) but I cant seem to find any opinions about the boats.  

I don't think there ever was a Scheel builder. But Henry Scheel worked at S&S fore years before going out on his own. He was a very talented designer with a good eye. I was never crazy about the Scheel keel but it did do the job of lowering the VCG on a shoal draft keel. Morgan built a series of Scheel boats called the Morgan 452. It's a nice looking center cockpit boat.  

Bob, How was the Scheel keel supposed to work? I mean, what was it supposed to do the just a stubby keel would not? My Nonsuch has a shoal keel which I have been told by some is a Scheel keel. But I don't know if that is true or if Hinterhoeller used a Scheel-like keel on their shoal draft. How would I tell?  

A Tartan 372 has one of his keels as a mainstream example  

This should give you the basic details, looks to be basically a custom boat only 6 made so I doubt you will find much info, and since they were made in the early 70's perhaps they are all still with older owners that don't put there entire life on line? SCHEEL 45 sailboat specifications and details on sailboatdata.com This was in the notes, so perhaps you might find more luck with finding info on the Morgans. Six Scheel 45's were designed and built by Henry Scheel in Rockland, Maine. In later years this design was built by Morgan Yachts as the Morgan 461 and 462. I would not be surprised if this one did not have better quality interior than the Morgans. I would not expect much performance with that shallow draft and S/A of 12.21. Looks like a nice motor sailor though, as it sure looks comfortable inside! Looking at the layout on sailboat data, I wonder if it was not meant for the charter trade? With the bunks in the aft cabin, it looks like it was trying to fit in as many berths as they could. If you are looking at the one in Rockport check out the hours on that motor, impressive, but I can't imagine it has much life left. 8732 hours! (I know they can go on for almost ever)  

Thanks for jogging my memory Paul. I do recall now that Henry tried building those boats himself briefly. 8,732 engine hours? Yow. Might be an indicator of how the boat sails.  

Jimi: I'd have to see a photo to tell what your keel was. I don't think Mark used the Scheel keel but he could have designed a "Scheelish" keel. Mark isn't the type to steal another designer's idea. The actual patented Scheel keel is marked by a wide, inverted, mushroom like tip with hard edges running fore and aft. The idea was two fold. One was to get the mass of the ballast low to compensate for the shoal draft while preserving the stability of the boat. The other was to have the "mushroom" edge provide some kind of end plate effect to keep the flow attached to the fin portion of the keel to compensate for the lack of aspect ratio. I think both ideas worked, to an extent. But anytime you "deface" a nice fin with a big lump that cuts into the clean span of the keel you are giving up lift and increasing frontal area. To Henry's credit I think he did start a push for other designers to play with the ideas he was working with. Prior to the Scheel keel I don't recall any other keels designed to work that way. Although there were certainly many various flavors of bulbed keels before the Scheel keel. They generally did not involve any effort to provide end plating though. That's keel history as I remember it. I could be wrong. Again. Publish a pic of your keel if you have one. Could be the term "Scheel keel"was just a convenient, generic way of saying the keel was Sheeelish.  

bobperry said: Jimi: I'd have to see a photo to tell what your keel was. I don't think Mark used the Scheel keel but he could have designed a "Scheelish" keel. Mark isn't the type to steal another designer's idea. Publish a pic of your keel if you have one. Could be the term "Scheel keel"was just a convenient, generic way of saying the keel was Sheeelish. Click to expand...

I think it in some places it has become a term for any shallow draft keel. Even if it is not related to one of his designs. I will say the boat in question looks like a nice place to live. Seems a lot of the Morgan versions have traveled pretty far, for what ever that is worth.  

Jimi: Pretty sure you have a "Scheelish" keel. Why don't you call Mark Ellis and ask him?  

Here is some info on Henry Scheel, the Scheel Boatworks, and the Scheel keel: From Whence We Came - Issue 102 | Maine Boats Homes & Harbors Jiminri: Your keel does not look like Scheel keel, which had winglets to create an endplate effect. As I recall, Steve Killing and Douglas Hunter cover this well in the book, Yacht Design Explained The Schell keel created a huge stir when Austrailia won the 1983 America's Cup with a boat with a Scheel keel. Dr. Stuart Walker Stuart H. Walker - Wikipedia, the free encyclopedia , who covered the America's Cup for ESPN, told me that from above in a helicopter it was clear that when going to windward the Aussie boat didn't pitch and roll as much as its American counterpart. Dr. Walker said that the elipse described by the tip of Aussie boat's mast was much small than that of the American boat, therefore, the trim of sails more frequently accurate.  

Scheel Keel was a precursor to the famed winged keel used by the Australians to win the America's Cup. Click to expand...

Yeah, I have to go with Faster here. It's a biiiiig stretch to go from the Scheel keel to Ben Lexcen's 12 meter, inverted planform, winged keel. Those wings were there to smooth out the tip vortex generated by having such a long tip chord. Had the planform not been inverted the wings would probably not have been needed.  

Thanks for straightening me out on this. Clearly I misremembered.  

I found the patent of the Scheel keel with a quick internet search. Reviewing it reminded me of Jonathan Swift's assertion that Irish women had received special papal dispensation to have their legs installed upside down so they were thicker at the bottom than at the top.  

Hud: Can you post a pic of the keel from the patent document? I'd like to see that. We could all learn something.  

Jiminri.. any chance of scanning a higher resolution image? I've blown yours up but it's pretty fuzzy...  

From the patent abstract: "A sailboat keel, especially for shoal draft sailboats, which reduces turbulence and generated vortices and increases laminar flow along the hull and keel, which comprises...the body portion extending downwardly from the upper portion, the body portion flaring outwardly so as to have a maximum width at its plane of intersection with the keel bottom which is preferably smoothly curved." And from the summary: "The object is to provide a simple, easy to construct...keel which furnishes the necessary resistance to side forces, which also produces a flow pattern characterized by a decreased amount of of turbulent flow and generated vortices, resulting in increased speed of the sailboat when on the wind, and which manifests these advantages dramatically when applied to shoal draft sailboats. The keel on my boat looks A LOT like these drawings, except I believe the bottom of the keel is flat instead of being "preferably smoothly curved." So, I am convinced it is Scheel-like. Whether it does anything that a Scheel keel is claimed to do, I have no idea.  

The Scheel 45 I'm looking at right now of course has the keel the builder designed, has a flat bottom. The flat bottom must have been a variation of the original. He designed and built a hell of a beautiful well thought out boat. So many details to make life easier. Morgan built this boat as well under the models 461/462 Morgan. I've not seen one yet but understand they're also well built, all of course are world travelers. The Scheel has the 80hp Ford Leman, one of the most reliable and fuel sipping motors built. Had a friend tell me his ultra high hour Leman his Trawler had, he'd planned to rebuild when he got the boat over a decade ago, he's rebuilt/replaced everything on the engine but didn't crack open the engine and it still runs hull speed using a touch less than a gal per hour and not enough oil to ever need any added between oil change.  

review scheel 45 for 39K (already sold)  

There's a Scheels review by a man called Captain Q on youtube he did not long ago. Go to YouTube and search Captain Q and Scheel it'll come right up. The boat I saw reviewed was strange in that it didn't have the Scheel Keel but the boat was very nicely built and laid out. I've found many topics and items by searching YouTube, then you get the benefit of a video instead of just a written description or still photos. Good luck  

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• Sailboat Reviews

Lots of room at relatively low cost makes this aging center-cockpit cruiser a prime candidate for upgrading.

Because the Morgan 46 has been known by many different names, and Morgan Yacht Inc. has had several owners, identifying any given 46 is as difficult as identifying baseball players without a scorecard.

The Company Forming a yacht-building company was the last thing on Charley Morgan’s mind when he completed his education at the University of Tampa. He wanted to enroll in the aeronautical engineering program at MIT but, unable to afford the tuition, went to work for a sailmaker and began producing Dacron airfoils used vertically rather than metal airfoils used horizontally. After several years he opened his own loft, which allowed him to follow his aeronautical instincts in the development of racing sails and, eventually, the design of Paper Tiger, a 40-foot racing yawl.

Paper Tiger, which was built to the CCA rule as a heavy weather boat capable of competing in the Fastnet race, was one of the first fiberglass hulls constructed; she won the SORC two years in a row. Morgan followed that success with the design for Sabre, also a race winner, that became the prototype for the Columbia 40.

Feeling himself on a roll, Morgan decided to form a boatbuilding company. His first product was equally successful—a 28-footer called the Tiger Cub, which he eventually sold to Columbia, which sold it as the Columbia 30.

The design that vaulted the company to the forefront of the industry, however, was the Morgan 34, a performance cruiser that was followed by several other designs, including the Out Island series, cruisers designed for the Caribbean charter trade.

“Our boats were well constructed and well-received, we grew quickly, and were profitable,” Charley recalled. For a short time the company was the largest in the industry, at one point producing one Out Island 41 every day. Morgan estimated that 6,000 to 7,000 boats were produced.

Morgan also designed Heritage, the last wooden 12-meter launched in the US for competition. Morgan sailed with Olin Stephens during the America’s Cup trials, when she was defeated by Intrepid, which went on to defeat the Australian Gretel II.

By 1968, the company was on the verge of offering its stock for sale when it was bought by Beatrice Foods, an international conglomerate. Morgan continued to run the company until 1972, when he retired. Beatrice later sold the company to Thor Industries, which produced the first versions of the Morgan 46. Morgan was later purchased by Catalina Yachts, which operates it today, still in Largo, Florida.

Charley Morgan still pursues his first love: In the company of a group of retired physicists, engineers and scientists, he designs boats and airplanes in a Florida studio.

Design History Naval architect Henry Scheel and Charley Morgan worked together in the development of the designs of the Morgan line of yachts. However, Scheel later moved to Maine where he designed the Scheel 45, an expensive custom cruising yacht that sold for $130,000.

By today’s standards its 1960’s look would be considered old fashioned. It has a spoon bow, pleasing sheerline, and little overhang. Though she’s a center cockpit boat with a high profile, she doesn’t appear ungainly and, as one owner said, “from the right angle she almost looks elegant.”

Scheel eventually sold the design and molds to Thor Industries, which manufactured 25 of the boats as the ketch-rigged Morgan 45 at a base price of $90,000. The design was later modified for use in The Moorings charter fleet; the hull was unchanged, but the rig, deck and interior were reconfigured.

Perhaps solely for identification purposes, the new boat was renamed the Morgan 461, 46 of which were produced. Belowdecks, two single berths in the forepeak were replaced by a V-berth, a third stateroom with railroad style berths was located in the passageway between the saloon and aft quarters, and one of two chart tables was replaced by a cabinet.

The appearance of the boat was altered dramatically. The rig was changed from a ketch to a sloop. The height of the doghouse was lowered, which reduced standing headroom below to 6′ 8″ but presented a more pleasing profile. A large lazarette on the stern was replaced by a companionway leading to the aft stateroom.

The third iteration of the design, the Morgan 462, which is most commonly found on the used boat market, is ketch rigged, and has a larger foretriangle than its predecessors. The interior was reconfigured as a two-stateroom arrangement and the passageway that provides berths in the charter version was equipped with a table-height workbench and prodigious storage area for tools. The space could easily be converted to sleeping quarters, or, as one cruising couple discovered, plumbed and used as a wet bar separate from the galley.

Sales literature for the Morgan 45 advertised the LOA as 45′ 0″; LOA for the 461/462 was advertised as 46′ 6″, which may reflect the builder’s poetic license since the hulls are identical. An educated guess by those who worked for Morgan at the time is that the latter measurement reflects the addition of a built-in bow roller.

(Adding to the confusion, after the Catalina takeover, the company produced a Morgan 451, a performance cruiser based on a Nelson/Marek design that bears no relationship to the original boat, and today markets a Morgan 45 that is a center cockpit, stretch version of a 44-footer.)

Production of the Morgan 461/462 ceased in 1982. Potential purchasers can identify used yachts by identification numbers beginning with the letters MRY (Morgan Yachts), and ending with the numbers 461 or 462.

Deck Layout & Accommodations The 46’s design, deck layout and accommodations reflect her intended use as a long-distance cruiser.

The deck is uncluttered, and has a high crown and wide side decks, which provide a degree of security when moving forward on the weather side, as does a 2″ high toerail. On the boat we inspected, we were quite surprised that the 18-year-old nonskid still provided excellent grip.

The boats came standard with double lifelines, as well as bow and stern pulpits. The anchor roller has double rollers offset from the centerline, which provide a fair lead when two anchors are necessary. Most owners equip their boats with 45- to 50-pound anchors.

The center cockpit, more than 6′ long, has comfortably wide seats and high coaming that provides a measure of security when heeled, a plus in a center cockpit boat, we think. One owner reported that, during his daughter’s birthday party, 10 adults fit comfortably in the cockpit while 16 children occupied the saloon. The steering pedestal is a substantial fiberglass structure on which is mounted a 35″ destroyer-type wheel that does not interfere with movement about the cockpit.

Sail controls are well-positioned for single or doublehanded sailing. The main traveler is aft of the cockpit, easily reached by the helmsman. Primary winches, Lewmar 48s, are slightly aft of the steering pedestal, also within easy reach.

Though some owners consider the boat poorly ventilated, there are 14 ports, seven on each side of the hull, and three hatches, two located forward of the companionway, a third over the aft cabin. We’d guess that the key to comfort in hot climates will be circulation, rather than ventilation. One owner complained that he had to replace all of the “cheap plastic” ports when he purchased his boat.

Though there are different layouts in the 461 and 462, the most common configuration in the saloon is an L-shaped arrangement with a 7′ long dinette to starboard and a dining table mounted on the bulkhead. This provides seating for 6-8 people. To port is a 7′ long settee that converts to a double berth, and a pilot berth outboard.

Some boats were constructed with a U-shaped dining area, and the port settee was replaced by two chairs. Adequate stowage for books and small items is to starboard in a cluster of four closets and bookshelves, with additional storage behind and below the settees.

Forward of the saloon is a head that is accessible from the saloon or forward stateroom. Foul weather gear and clothing are stowed in a 5′ tall hanging locker opposite the head, and in a second 5′ tall locker and several drawers in the forward stateroom, which is enclosed by a solid door.

There’s plenty of elbow room in the galley, but no wasted spaces. Located to starboard directly below the main companionway opposite the navigation station, the galley is U- shaped with 15 sq. ft. of counter space. The space is cavernous, especially when compared to the size and space of galleys on newer boats. Boats were originally equipped with electric stoves, one of the first items we’d replace. They also had 8- and 12-cubic foot ice chests, which many owners report to be under insulated; retrofitted refrigeration units reduce usable space by about 2 cubic feet.

Dry storage lockers are around, above and below the double sinks, stove and ice boxes, so finding space for provisions for distance cruising shouldn’t be a problem.

The nav station has a 40″ wide by 20″ deep chart table and shelves and bulkheads that provide spaces for mounting electronics and storing charts and books. We give the station good marks because it’s possible to look at a large section of a chart, and instruments are at eye level on the forward bulkhead. However, the boat earns demerits because large instruments such as a radar or chart plotter must be mounted behind the navigator, who will have to remember that he is facing aft when giving steering instructions.

The owner’s quarters and the aft head are in the stern, accessible from a deck hatch or via the aforementioned passageway through the workshop.

The aft head, located behind the engine, is voluminous, as you would expect on a cruiser. It is equipped with a handheld shower and bathtub. We received several comments about the tub. One owner said it was perfect for storing beer or scuba gear, another cut it in half and uses it as a shower stall.

The double berth in the skipper’s quarters is slightly V-shaped to allow room for a steel ladder. Odds are that occupants will either sleep together athwartships, or separately outboard. On many boats, the ladder has been removed, though one owner mounted his on the ceiling, retrieving it when necessary.

Ventilation and lighting in the compartment are through the 30″ hatch, two opening ports, and one smaller hatch. Stowage is in an 18″ by 40″ hanging locker and eight drawers below a double berth, and to port, another hanging locker approximately 4′ wide and 4′ deep.

Considering the overall arrangement of deck spaces, the galley, nav station, and crew accommodations, we think this boat would make an excellent long-distance cruiser. On the 18-year-old boat we looked at, we were impressed that the teak veneer, wood and vinyl surfaces, like the non-skid, were still in excellent condition. But not all boats have fared as well. Obviously, much depends on how well individual owners have taken care of things.

Construction While researching the construction history of the Morgan 461/462, we were assisted by Pete Brown, a marine surveyor in Treasure Island, Florida, who was the national service manager for Morgan Yachts during the boat’s production period. Mike Quinn, who ran the production line at the same time and is currently production manager at Morgan Yachts, also provided background, as did several current and former owners.

The most common comments about the hull’s construction was that it is “bulletproof” and “rock solid.” Brown called it “really rugged.” The Morgan 45 had an Airex-cored hull, but the 46 is a solid fiberglass laminate constructed of two half-hulls bonded together. After the gelcoat was sprayed onto the mold, the lay-up consisted of a ply of hand-rolled chop followed by several alternating plies of 24-ounce woven roving and chop. The two half-hulls were married by several layers of bonding tape; the first layer of tape is 8″ wide, creating a 4″ bond over the seam. That layer was covered by successively wider layers, the final being 20″ wide. One owner measured the hull when replacing a through-hull and said it was 2″ thick. Chainplates are secured outboard of the toerail in an area reinforced by additional layers of fiberglass.

“The construction was built to The Moorings specifications, and may be the strongest Morgans every built,” Brown said of boats recently surveyed. “I’ve never seen a failure.”

Neither he nor any of the owners surveyed reported serious blistering problems, though several boats have required minor repairs.

Prior to bonding hull and deck, all of the cabinetry, five bulkheads, the chain locker and plywood cabin sole were glassed to the hull using layers of 2415 Fabmat, and 24″ wide strips of 1.5-ounce mat. We found no evidence of hull flexing, nor has Brown.

The deck was cored with marine grade plywood and set on an inward turning flange on the hull. The hull-deck joint was bonded using 3/4″-wide urethane tape on the inner edge, and polyurethane putty on the outboard edge. It was further secured using #14 stainless steel screws, and by the teak toe rail, which also was fastened with #14 stainless screws.

Several owners, as well as Brown, reported minor leaks. However, because the hull is uncored and the deck encapsulated in fiberglass, the primary damage from leaks was to interior surfaces. Quinn said that he is aware that some older charter boats damaged in storms have experienced the loss of the bonding putty on the outer edge, which becomes brittle when exposed.

The boat we inspected, which had been cruised in the South Pacific, showed no signs of delamination or water damage on wood surfaces.

The keel is a custom lead casting weighing 6,000 pounds that was lowered into a cavity in the hull mold. A solution of marble dust and resin were poured into the cavity to fill voids, after which the top of the area was glassed over with 2415 Fabmat.

Because the tanks were located in areas that would be difficult to access in the event of failures, Morgan constructed fiberglass tanks with gelcoat on the inner surfaces to prevent contamination. Brown told PS that he’s never seen a failure, though hoses and fittings will eventually need to be replaced. He cautioned that when replacing a fitting it is important to prevent bedding compound from falling into the tanks.

The actual capacity of the boat’s water and fuel tanks, compared to reality, has created a stir. The fuel tank, which the company advertised as having a capacity of 175 gallons, is located at the foot of the mast. However, one owner, after running out of fuel, was able to put only 155 gallons in the tank.

The boat has two water tanks: 110 gallons are located under the galley sole, and 85 gallons at the foot of companionway. Part of the controversy is caused by the fact that because boats used in the charter business didn’t require 155 gallons of fuel for a one-week cruise (or 175, if it ever held that much), the 85-gallon water tank often was used instead for fuel. Subsequent owners, unaware of this switch, were left with the impression that tankage figures are off by 70-90 gallons. The best approach is to check the location of the tanks to determine their designed use and capacity, and check the hoses. Plastic tubing was installed for water tanks, vinyl fuel hose for fuel.

The first boats produced for the charter fleets encountered problems with the hydraulic steering system, Brown told us. Early models of the 461 had a Scotch Yoke steering system that failed because of weak hydraulic cylinders. Those were retrofitted with Hynautic steering systems, and no further problems were encountered. One owner complained that the steering was ‘stiff’; another said his tiny daughter could steer the boat easily. Many commented that five revolutions of the wheel lock-to-lock is excessive, especially considering that the rudder turns just 30° in either direction.

The boat suffered from a design flaw Brown characterized as being “just dumb,” and a second that created a steering problem when motoring in reverse.

The main mast and mizzen are both stepped through the deck. There have been no problems with the main mast, but the foot of the mizzen mast is anchored in the sole of the aft head compartment on teak and holly plywood. Consequently, water may accumulate in the head and wick into the mast support structure, causing it to collapse. Brown recommends installation of a drain and pan at the foot of the mast.

The steering problem is the product of the engine shaft being slightly off center. While this allows for easy removal of the shaft, it makes it difficult to back down in a straight line. One owner commented that “having to back this boat will keep you, and everyone in sight, entertained for hours.”

Aside from the minor blistering problems and deck leaks, the boat generally receives high marks for its construction.

Performance The comment of one owner summarized the general comments of several others: “This boat is not for a person looking for a race boat.”

Considering its design, rig and displacement, that’s no surprise. The Morgan 46 does, however, provide a seakindly motion and has proven itself capable of sailing in a blow.

Most agree that the boat does not point particularly well, a reflection of the ketch rig, relatively small sail area, and outboard spreaders, which prevent trimming a headsail closer than 14°. Sailing in 12-14 knots of breeze, the Morgan 46 sails at 6 knots at 75° to the true wind, approximately 80% of its calculated hull speed of 8.4 knots.

In winds below 8-10 knots, odds are you’ll be motoring, or settling in for a long drift. Most owners report she’ll motor at 6-7 knots when equipped with the factory-installed Perkins 4-154 engine.

Conclusion We think the best candidate for ownership of the Morgan 46 is a sailor who will be spending most of his time in bluewater, or living aboard and making overnight passages. Other boats in the same price range will make better daysailers, especially in areas where light winds predominate.

The boat is solidly constructed and well-furnished. We like the workbench arrangement near the engine room.

Used boats can be found for about $100,000 on up. As with any older boat, prospective buyers should be prepared to invest a fair amount of time and money in order to make the boat ready for ocean cruising.

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• Sailboat Guide

1979 Morgan 45' Custom

• Description

Seller's Description

This Morgan 45 just returned from a 5000nm cruise with two young kids (See Cruising World waypoints article June/July 2019). This is a one-off custom cutter rigged cruising yacht with beautiful lines.

Designed by the famed Charlie Morgan and built at Irwin. She was outfitted in the Great Lakes. Completed two Caribbean / East Coast cruises and several Bermuda trips.

Make the dream a reality for an affordable price and turn heads in every anchorage. Lots of gear included. This is a sailors boat, current owner willing to consult.

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)

Updated Morgan 45. A collaboration between Morgan Yachts and Moorings. Scheel designed the hull (see Scheel 45). The deck and interior were designed by Moorings. The first 12 boats off the line were designated as MOORINGS 46. The next 35 were MORGAN 461. There are 114 MORGAN 462’s (And finally one built was designated 463). The 462 had 3,000 lbs less displacement (as well as some other design changes not related to the information above). The ketch rig above was optional. Sloop rig was standard. Deep draft option: 6.0’/1.83m Similar versions were called MORGAN 46, MORGAN CUSTOM 46, MORGAN 463 among others. Also purchased and/or sold through THE MOORINGS charter company. Sloop or ketch. (Images are from a brochure for the MORGAN 462) Thanks to Skip Gundlach for clarifying a number issues with Morgan’s of this generation and ‘billmania’ for other corrections.

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