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Joel White Boat Plans

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Joel White (1930-1997) was a naval architect (MIT), and designer of some of the most popular designs we carry. No doubt, thousands upon thousands of his designs have been built. 

It's quite fair to say that WoodenBoat and the community, were immeasurably enhanced by Joel.

Click WB 141 for a piece on Joel, written by Jon Wilson. And... if you look at the images from that issue, you'll see the three page piece on Joel. 

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And His Beautiful Boats

In a harbor filled with notable classics, Joel’s designs stand out for their steadfast beauty and clarity of purpose. In almost every category, from dinghy through fully tricked-out sailing yacht, each seems to be at home; the right boat for the right place.

In these turbulent times when so much of what we have known appears uncertain, I find myself looking for heroes who have managed to hold firm, no matter what. Joel White (1930-1997) was surely one of these. He was steadfast, focused, and a generous-spirited friend to many. As the son of the writer E.B. White, he was also something of a cultural hybrid in downeast Maine, especially in his early years, when a man with a degree from M.I.T. in naval architecture doing blue-collar boatbuilding work was an anomaly.

Joel started on his way when he was nine years old and his parents up-staked from Manhattan and moved to a farm in North Brooklin. He roamed the fields and woodlands and explored the beginnings of a saltwater life along the shore of Allen Cove and then farther out into Blue Hill Bay.

Joel kept busy. One spring he raised a baby crow, pretty much a full-time job. One winter he built a little scow with his father and rowed it on their pasture pond come spring. He went lobstering with the fisherman from down the road, caught flounder from a rowboat in the cove, worked in his dad’s wood shop, and learned to sail, mostly on his own, in a Herreshoff 12½ when he was 16. Over the stages of his young life, he came to understand exactly who he was, what he wanted to do, and where he wanted to do it—to be a boatbuilder in Brooklin, Maine. It was upon this ledge that he constructed a life.

Years later when my wife Caroline and I sailed with him aboard his Augie Nielson-designed Danish-built double-ended cutter, Northern Crown , he taught us the art of cruising: simple food, a dinghy that is fun to row and sail, good books and good chowders, and an anchor that stays where you put it, and much more.

Whether we were joined by his daughter, Martha White, or future son-in-law Taylor Allen, or maritime historian and boatbuilder Maynard Bray and his wife Anne, all agreed that by mid-summer we wanted to sail east to the remotest sections of Maine, New Brunswick, and Nova Scotia. To anchor off wild islands and scramble up their windswept heights. To seek out colonies of razorbills, guillemots, puffins, terns, and petrels. To spend time on Grand Manan Island, where fishermen still tended weirs in the old way.

We also wanted to sail among as many wooden boats as possible. In those days, Beals Island-built lobsterboats were everywhere along the Maine coast. Farther east, high-bowed Novi boats dominated. Anchored at night off a reach or thorofare, we would regularly awaken to hear herring seiners and sardiners pounding by on their way to canneries in Stonington, Rockland, Prospect Harbor, or Blacks Harbour in New Brunswick.

In those days, if you went far enough east, you could occasionally see men hauling traps out of peapods or hand-lining for cod. Salt fish was everywhere, hanging to dry from clotheslines out back, nailed to the fish house wall for a quick snack, or stacked on docks by the pallet-load ready for shipment to the Caribbean. In something close to 20 summer cruises, the economics and skills of along-shore fisheries in all their ancient particulars never lost their fascination for Joel.

Back home at the boatyard, as demand for his designs grew, the boats  Joel drew and built reflected the linear simplicity and structural integrity of the workboats and yachts we’d sailed among. That these elements appeared in his designs was no accident. By that time, they were hardwired into his consciousness.

Some years later, in the regular column he wrote for WoodenBoat magazine he observed, “Just as a painting is influenced by the artist’s environment and early training, so is the naval architect’s design affected by the area in which he lives and the local traditions of boatbuilding.” In a subsequent column, he described his theory that the best yacht designers instill some of their character traits into their designs.

As examples, he cited Nat Herreshoff, “work-a-holic, a demon for speed, (who) turned out a huge body of work, meticulously designed and crafted, fast and long lived;” Nat’s son, L. Francis, a lover of beauty and simplicity whose yachts were beautiful and simple; and John Alden, a racer and deep-water sailor who “took the fisherman-type schooner and modified the design into offshore yachts that were simple, strong, and economically appealing to the yachtsmen of the Depression years.”

And so it was to be with Joel, his work flowing from the total immersion he lived so deeply along the coast.

When it came right down to it, however, Joel would never talk about himself this way. He was too self-effacing for that. Sure, he might analyze the work of others and draw some conclusions, but he was never the type to spend time staring into his own oeuvre . If someone asked about his designs, hoping to come up with some over-arching summary statement, he’d most likely dismiss the question with one of those self-deprecating chuckles he specialized in, saying something like, “Mostly my designs just walked through the door with customers and then I tried to do the best I could for what they wanted.”

Because he would let his designs speak for themselves, let’s look at a few favorites.

One of these is surely the Bridges Point 24. Joel always said it was harder to design a good-looking small boat than it was a large one. Accordingly, when called upon to design a small sloop for local boatbuilder Wade Dow, he went all the way back to the well-loved Herreshoff 12½, his first command as a boy, for inspiration.

The result was a handsome and versatile sloop, just right for the Maine coast. Quick around the buoys, sturdy in a two-foot chop, small enough to singlehand yet big enough for overnights, the Bridges Point is on almost any sailor’s list as their “next boat.”

Another favorite is the 43' sloop, Sweet Olive . Built for a repeat customer who deeply valued the time Joel took to develop his ideas for a boat, the result reflected all White had learned to value in a cruising sailboat capable of offshore passages.

Right next to my mooring is the ketch-rigged Center Harbor 31, Grace. Strongly influenced by L. Francis Herreshoff’s masterpiece, Quiet Tune , she sails the waters of the Eggemoggin Reach with her own special blend of simple elegance.

Last on the list is the lobsteryacht Woody , called Lady Jean when it was launched. Transforming a classic lobsterboat design into a successful pleasure boat is no easy task, but Joel managed it perfectly here: forthright, purposeful, but gracefully stretched-out enough to make it beautiful. Even lobstermen nod approvingly when Woody chugs by.

Sometimes sailing through the harbor, I just see Joel’s boats. But often as a particular model comes into view, I hear his voice as well. Joel spoke of boat design and the uses of boats vividly and with particular astuteness. That I can hear his words so clearly still, nearly 20 years after his passing, is beyond describing.   

Bill Mayher lives in Brooklin, Maine, and is one of the founders of the maritime web site offcenterharbor.com .

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• Sailboat Guide

Yacht designer, builder, writer and maritime historian. He was the author of ‘Wood, Water & Light: Classic Wooden Boats’. Infomation about the life of White can be found in the the book, ‘A Unit of Water, A Unit of Time’ by Douglass Whynott.

4 Sailboats designed by Joel White

Sakonnet 23.

Bridges Point 24

Haven 12 1/2

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Bridges Point 24 – 1998 Joel White Design, Wade Dow Built

Bridges Point 24    (See Photos Below)

NAME:  Bear  TYPE: Bridges Point 24           YEAR: 1998

BUILDER: Wade Dow, Bridges Point Boat Yard    DESIGNER: Joel White

COMMENTS:  The Bridges Point 24 design has been a very popular weekender/daysailer.  She is a wonderful example of Joel White’s designs built by Maine Boat builder Wade Dow.  New Awlgrip Finish 2006, Complete exterior varnish and wood finish August 2013, Toe rails removed, stripped, refinished & re-bedded August 2013. Diesel flushed & winterized, oil and filter changed, & fuel storage treated November 2013.

DISPLACEMENT: 3,944 lbs   BALLAST: 2,100 lbs

LOA: 24’ 0”                                      BEAM: 7’ 9”

LWL:18’ 8”                                       DRAFT: 3’ 5”

SAIL AREA : 278 SQ. FT           JIB: 130% Genoa

ENGINE: Yanmar GM 10 Diesel, 9HP FUEL: 6 Gallons

CONSTRUCTION:  Hand laid molded fiberglass deck and cabin, green hull, internal lead ballast, solid fiberglass rudder and structural girders.  ‘Metalmast’  spars are painted Oyster white aluminum with internal rope halyards, Mast is keel stepped, aluminum boom painted Oyster white, forward cabin V Berth  with cushions (Beige) and shelves,  Lewmar opening hatch and screen  forward for ventilation, Companion-way screen for additional ventilation.  Four bronze port lights, Awlgrip white boot top, varnished teak exterior trim, all bronze deck hardware includes 8” bronze bow cleat, two bronze bow chocks, two bronze stern cleats and chocks.   Cockpit has fiberglass contoured seats. Small galley to port has stainless steel sink and cooler. Marine portable toilet at foot of V-berth. Teak varnished drop boards. Located in Northampton, Massachusetts.  Should you wish to visit and look over this exceptional boat, feel free to call 413-335-6402or e-mail [email protected]

SAILS AND RIGGING:

mainsail  (178 sq ft)  Mainsail cover

jib 130% furling with UV Cover

roller furling

Two bronze  #16 self-tailing  sheet winches

Two bronze # 6 winches – one for Jib halyard and one for main halyard

Internal rope halyards, Stainless steel stays and chromed turnbuckles

Harken blocks and traveler Back stay adjuster, Boom vang

STEERING:  Varnished tiller steering

ELECTRONICS/ELECTRICAL:

Standard Horizon Explorer VHF with mic,  1- 12 V Battery, Navigation lights

EQUIPMENT:     Wind vane, Bulkhead mount compass, Porta-potti, Whale bilge pump, V-Berth cushions, mainsail cover, Braided dock lines, Anchor, Chain and Rhode

Located in Northampton, Massachusetts.  Should you wish to inspect the boat see “BEAR” feel free to call 413-335-6402  or e-mail [email protected]

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Design by Antonio Dias Commentary by Joel White

Antonio Dias designed this little cutter, Annabelle Two, for a customer who lives in Indiana and who sails on the medium-sized lakes in that area. The boat will be used for daysailing and occasional weekend cruising. Concern for the pollution of these lakes led the owner to consider an unusual auxiliary propulsion system for the boat.

This handsome little vessel shows an interesting contrast between the new and the old: She's old-fashioned looking, with plumb stem, round-fronted cabin, and gaff-cutter rig; new thinking is reflected in her modern construction methods (strip-planked and fiberglassed hull) and her electric-drive auxiliary power plant.

It is high time that we begin to see more use of modern electric technology in powering boats. The auto industry is reluctant to face up to demands for a deaner power source. Dragging its feet into the twenty-first century Detroit has still only a smattering of experimental electric cars on the roads. Why shouldn't the marine industry step up boldly to seize the initiative in the electric-drive field? There may be a lot of potential customers out there waiting to back an environmentally clean marine power plant.

There is one tremendous advantage we have in the marine industry compared to automotive designers when planning an electric drive unit. In an automobile, the considerable weight of the batteries required to power the car is a pure loss — a dead weight that has to be moved up hills, adding to the amount of horsepower required to propel the automobile. In a boat, the road is basically level at all times, and weight (displacement) is less of a drag factor. In fact, we deliberately attach large hunks of heavy stuff to the bottoms of most sailboats (in the form of ballast keels) to improve the stability of the boat and her ability to stand up to sail. Why not utilize the weight of the propulsion batteries as ballast?

Dias has done just that in designing Annabelle Two. The batteries are as low in the boat as possible with this sort of shallow-draft hull and are located close to the longitudinal center of buoyancy. In addition, the boat has an external lead ballast keel of 477 pounds, and a heavy centerboard weighing 538 pounds. Dias calls for 12 batteries, each weighing 48 pounds for a total battery weight of 576 lbs. Adding these three components together, we get 1,591 lbs of total ballast. This gives a ballast/displacement ratio a bit in excess of 50 percent, which is very good for a small cruiser of this type.

A couple of quick calculations indicate that the center of gravity of the total ballast will be 15 inches below the designed waterline with the centerboard lowered, and the center of gravity of the entire boat, including ballast, will be only a few inches above the waterline. With her firm, high bilges and generous beam, the boat's stability should be quite good for her type. Remember, too, that one-third of the ballast weight carried is serving as the auxiliary power source.

The lines plan shows a burdensome, shallow-draft hull, with a cutaway forefoot sloping down to a long, straight keel, which draws only 18 inches of water with the board raised. This feature will allow the boat to be run up on a beach for picnicking, and will make her easy to load onto a trailer. Her firm bilges and wide stern will improve stability and give good room aft.

The designed displacement of only 3,000 pounds puts Annabelle Two in the light-displacement category; her long waterline gives her a low displacement/length ratio, 152.3. Her 298 square feet of sail yields good horsepower numbers: A sail area/displacement ratio of 22.9 will ensure that she performs very well under canvas.

XXIV An Electric Auxilliary Cutter

The rig is a low-aspect gaff cutter, with the jib set flying on a long bowsprit. This jib is tacked to a big ring, which encircles the bowsprit and can be hauled in and out — a rig much used by English cutters a hundred years ago. This boat is so small that both the jib and the forestaysail are quite tiny (63 square feet and 52 square feet, respectively), and I wonder if it wouldn't be handier to have a single, loose-footed headsail. The forestaysail with its boom and traveler is self-tending, but the foredeck is badly cluttered by its gear, an impediment to picking up the mooring or lowering the anchor. I like the look of the double-headsail rig, but it will be less efficient than a single jib and requires a lot more hardware — sheets, sheet blocks, boom, boom gooseneck, and traveler. Either way, the center of effort of the rig is low — a desirable feature in a shoal-draft boat.

Hull construction calls for the boat to be strip-planked of %-inch bead-and-cove cedar strips laid over seven structural plywood bulkheads. After planking and fairing, the hull is to be fiberglassed inside and out with 24-ounce biaxial cloth set in epoxy. Deck and cabintop are cold-molded from three layers of cedar covered with Dynel and epoxy. The cockpit and coamings are constructed of plywood. The area under the cockpit is cut up into several compartments, and it is not clear from the plans what access there is to these spaces.

I had some concerns with the construction details of the boat, particularly the strength of the centerboard trunk, and the hoisting mechanism for lifting the heavy board. I have spoken with Mr. Dias about these points and believe that he is making some minor revisions in these areas.

The layout of the boat is very simple, as it should be for such a small vessel. The cockpit is nearly 8 feet long, with wide seats all around and a small, self-bailing footwell. The companionway to the cabin is offset to port because of the centerboard trunk. Below, there is a flat counter on either side of the companionway, and there is a V-berth forward under the deck. The mast steps on deck in a tabernacle, with a compression post underneath, from deck to keel.

The banks of propulsion batteries are grouped around the after end of the centerboard trunk — four on either side of it, and four more just abaft the trunk. The propulsion motor is shown behind the batteries. It turns the propeller shaft through a belt-drive. The motor controls are located in the cockpit, within easy reach of the helmsman.

While electric drive is an option I firmly believe should be explored, the prospective owner ought to be aware that certain facilities must be available in order to take advantage of battery power : There must be a convenient place to bring the boat in close proximity to 110-volt shore-power and a suitable battery charger . After the 12 boat batteries are discharged to the point where they need recharging, it will require a stretch of time hooked up to a powerful battery charger to bring them back to full charge. It would be well to determine the power and time requirements for charging up the batteries before deciding that an electric power plant is compatible with your boating needs. If it is feasible for your situation, you can be content knowing that turning on the auxiliary aboard Annabelle Two will have minimum impact on our increasingly vulnerable marine environment.

You can reach designer Antonio Dias at 193 Tillson Lake Rd., Wallkill, NY 12589.

Annabelle Two

Particulars

Annabelle Two LOA 22'7Y2"

LWL 207%"

Beam 7'6"

Draft (cb up) 1'6" Draft (cb down) 4'6" Displ 3,000 lbs

Sail area 298 sq ft

Continue reading here: Designs by Paul Gartside and Joel White Commentary by Maynard Bray

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