gloucester 22 sailboat review

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Gloucester 22 or 23 owners

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Just bought a Gloucester 23 and need to find appropriate measurements for a trailer. Also interested in feedback from owners on how they like the Gloucester and any significant problems. Thanks, Steve  

Trailer For You Hello, We can build you a New Tandem Axel Trailer with Brakes Lights for your Boat .. $3600 fob Dallas Tx Regards Jim  

CaptJime— Thank you for spamming our forum with your ad to build trailers. I'd point out that the OP you're responding to is EIGHT YEARS OLD, and not likely to be still needing a trailer.  

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Gloucester 22

The gloucester 22 is a 21.67ft fractional sloop designed by stuart windley and built in fiberglass by lockley newport boats (usa) since 1983., 100 units have been built..

The Gloucester 22 is a light sailboat which is a good performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Gloucester 22 for sale elsewhere on the web:

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The Dogwatch Mail Buoy – December 2017

Posted by The Editors | Dogwatch

GLOUCESTER LOST 

The photo is of my Gloucester 22 being salvaged at the dock. It is a shame, she was a great boat. I had a lot of fun with her. –Brian Beaudry, Tierra Verde, Florida

Earl Keister captured this photo of Magic , an Alerion-Class Sloop built in 1980 and sailed by his uncle, Alfred Sanford. Magic is a precise replica of the sailboat Nat Herreshoff built for himself in 1912. Also pictured is Nantucket Island’s iconic Brant Point Light, off the coast of Massachusetts. Send [email protected] your favorite hi-res photo of an aid to navigation, be creative. If we use your pic in Good Old Boat magazine I’ll send you a Good Old Boat cap or shirt.

NO LITHIUM, MORE LITHIUM

Last month I put it to the readers about lithium-ion battery technology on sailboats: Is it time? It seems nobody is on the fence regarding this issue, and we’re not all on the same side of the fence. –Eds.

Please remember that lithium batteries are too light for many sailboats. I currently use forklift batteries and plan to use NiFe batteries for the next sailboat I build. Sailboats need ballast and light batteries can be counterproductive.

–Gene Fusch, Poulsbo, Washington

Lithium batteries are not a good idea; I would never use them. If overheated, they will self-ignite, even if they contain internal charging protection. In a boat fire, you have no place to run. Same for an airplane, like what happened to UPS during a battery shipment. Does anyone have a fire extinguisher that can snuff out such an intense fire?

Lead acid batteries are time-tested and proven technology. They also provide signs that they are getting weak. LiPO batteries do not, they just suddenly go dead. Other than the weight savings, there is no advantage to using them on a boat.

With all the other junk on my boat, saving some pounds on batteries is not much of a benefit either.

– Tampa Mike

I am not sold on Lithium as house batteries. The high cost and fire danger are my main concerns.

–Jarl Sundve

When the next generation lithium battery finally hits the market, most of us will make the switch. Until then I’m guessing lithium batteries will be for rich folk only. I was considering going all electric (electric motor, lithium batteries, etc.) on my little cat-rigged pocket cruiser. I ended up with a new Tohatsu Sailpro instead. Less than half the overall cost. This is what I am referring to when I refer to the next generation of lithium batteries: https://news.utexas.edu/2017/02/28/goodenough-introduces-new-battery-technology

– Mark Johnson

We converted the house battery bank on Sunrise , our good old catamaran, to lithium-ion batteries. What, you say, would lead us to reject tried-but-true lead-acid batteries for bleeding-edge technology in the midst of recent sensational news regarding exploding smart phones and self-incinerating super-jetliners? Last winter, after our 15-year-old charger/inverter got stuck in bulk charge mode and cooked four hundred amp hours’ worth of AGM batteries, and almost caught fire to our boat, we had questions. We were questioning convention and our safety assumptions and concluded that any system that converts large amounts of electrical energy to chemical energy and back again is not without risk. We decided it was time to do some research…

– Sam MacNichol

As a professional electrician with 38 years of field experience — including installing and maintaining large DC banks of power — I would urge readers, without regard to lithium ion batteries in particular, to consider the safety advantages of leaving behind flooded/wet-cell technology for other types, particularly when upsizing battery banks, as the inherent dangers of any battery technology get more serious as the size increases.

It is possible to compare the increasing size vs. hazards logic to the dangers of gasoline: a thimbleful exploding is a scary nuisance, but a bucketful exploding is a major safety disaster. I would urge readers to really think before selecting batteries of a type for which the out-gassing byproduct is a gas that readily explodes, and that contain a dangerous liquid electrolyte that can (and will) go anywhere it can, including into your eyes, if the case ruptures (or is simply turned on its side long enough to leak).

Regarding the cost of AGMs: I offer a trade secret. Many data centers and telephone companies use AGMs for electrical infrastructure, for switching and for uninterruptable power supplies. Quality AGMs are frequently designed for a service life of 10 years, yet a best practice in these industries is to do system swaps on a 5- or even 3-year cycle; thus, by approaching battery service providers for these industries in your area, it is possible to get AGMs with many years of life left, for a substantial discount, or, as I have found, for merely the trouble of being there during a swap to haul them off. These batteries have lived in an air-conditioned, vibration-free environment, enjoyed sophisticated charging (often each battery in the string treated as to its individual needs), and usually a knowledgeable person was in charge of their care. And keeping them out of the waste-stream for a few more years is a very nice thing for you to do!

–Mark Hungerford, Seattle, Washington

Are lithium batteries the future? Some improved battery design is the future. It might involve lithium or maybe not. There are several lithium + (something else) battery chemistries. Some are more efficient, some are safer. They are not the same. Each type requires its own charging regimen and each requires electronics attached to each cell to properly charge the battery. For a boat, costs are still way too high. Hybrid cars have a pretty good safety record. Other devices do not. Replacement costs for batteries are too high to make electric cars practical without subsidies. With subsidies anything can be “practical” provided the taxpayers don’t revolt.

Another battery advance is thin plate pure lead (TPPL). These batteries are much safer, and although they will out-perform other AGM designs, they do not have the energy density (watt-hours per pound or watt-hours per cubic foot) of lithium batteries. I have been testing TPPL batteries for about seven years. They have come down in price and are probably cost effective now because of their longer life.

In the larger picture, energy storage is the weak link in the grand designs (and grand claims) associated with both solar and wind. Somebody somewhere is probably working on that. If you look at typical losses of 30% going into a battery and another 30% going out you get .7 times .7 or a 49% loss just to go into storage and come out. That does not matter on a boat much, but the grand designs ashore come down a peg or five from this kind of loss. Thus, efficient batteries that have low losses in and out are critical (and not yet in existence). The renewable energy promise is still waiting on a good storage system. Otherwise it is a great system that works only when the sun shines and/or the wind blows. If other sources of power are needed, (see topic “spinning reserve”) there is no reason to install the renewable systems. They just add to the cost with no economic advantage. Germany is learning this the hard way.

At the moment there is not much reason for this high-tech stuff to find its way into good old boats. No financial incentive, and no great performance advantage. Other fields will lead the way. In transportation, including boats, energy density is a key component. Nothing we have now does the job.

– Jerry Powlas , Good Old Boat co-founder

About The Author

The Editors

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• Sailboat Reviews

Chrysler 22

One of just a few boats ever built by a car company, this trailer sailer still looks good today..

We’re still not sure if there’s a nationwide resurgence of interest in trailer sailers, but judging from the mail we receive, it certainly seems so. One of the used boats often mentioned is the Chrysler 22. It, like the 15′ Man O’War, 15′ Mutineer, 16′ 6″ Musketeer catamaran, 18′ Buccaneer and Chrysler 26 trailerable cruising sloop, were built by Chrysler Corporation’s Marine Products Group in Detroit, Michigan.

According to the BUC Research Used Boat Price Guide, Chrysler first offered recreational boats in 1957, building three aluminum runabouts and cruisers from 16′ to 21′. Its first fiberglass boat was the Caribbean 19′ cruiser in 1958. The Buccaneer was the first sailboat in the Chrysler line, introduced in 1971. The Chrysler 22 appeared in 1975. Just when Chrysler stopped building it is uncertain, but according to BUC, 1979 was the last year; we have not received information from readers owning boats built later than that, so perhaps ’79 was indeed the finale.

Two readers who responded to a 1995 appeal for information on Chrysler sailboat parts agreed that in the mid-80s Chrysler sold the molds and rights to the Starwind Division of Wellcraft Marine in Sarasota, Florida. Wellcraft is a large builder of powerboats. Starwind, according to one reader, “tooled up a more conventional deck mold and evidently sold some boats before it went under. That reader said a former Chrysler employee told him that the assets were purchased by a Brazilian-owned company in Florida which relocated back to Brazil. Another reader says that Wellcraft sold the molds and rights to Spindrift, which sold them to Rebel, which “was in the process of going out of business.” A third reader says it was produced for a time as the TMI 22 (Texas Marine International, which according to yet another source, bought the molds from Chrysler and in turn sold them to Wellcraft). No one seems to know where the molds are today.

The Chrysler 22 was designed by Halsey Herreshoff, now the city manager of Bristol, Rhode Island, the town where Nathaniel Herreshoff built so many great boats at the turn of the century. Halsey has designed a number of interesting boats, including the original hull for the Freedom 40.

The 22 was conceived as a trailer sailer with a swing keel that draws just 1′ 11″ up, though a fixed keel drawing 3′ 9″ also was available.

To maximize interior volume, the deck is more or less flush, though highly cambered. The deck fairs into the cockpit coaming, which leads cleanly into the backrests. There is a partial bridgedeck, unusual for a boat like this. The companionway widens at the coachroof to make cabin access more convenient. A pop top was optional, but these are always prone to leaking; a number of readers said they seldom use theirs.

Somewhat unusual is the inboard rudder, which pivots up for shallow water. There are numerous complaints about its sturdiness; and one reader said it is positioned too far forward.

The mast is mounted on a hinge and an early ad says there is a mast carrier to “make rigging simple.”

The boat displaces anywhere from 2,650 lbs. to 3,000 lbs. (depending on which brochure you believe), a bit heavier than most trailer sailers of this length. The Catalina 22, for example, displaces 1,850 lbs., the O’Day 22 and Venture 22 both 1,800 lbs. Ballast is 725 lbs., which is a lot of weight to carry in a swing keel.

Construction

The hull is of hand-laid fiberglass with a full inner liner. Foam flotation was standard. One owner said the core is Nomex; this is an aircraft honeycomb that achieved some notoriety for its use in the Stiletto 27 catamaran. Airex coring was reported by another owner. The owner of a 1977 model said the “deck has a brown water soluble glue throughout, that when it rains seeps into the cabin.”

While owners rate quality of construction as above average to excellent, a number of problems were cited in our questionnaires. These include leaks at the keel pivot pin, broken rudders (the original rudderstocks and cheeks were aluminum, the former being hollow; some have been replaced with stainless), weak spreaders, and poor quality turnbuckles.

One owner replaced the bulkheads, which seems like a rather extreme measure. “The factory bulkheads are probably strong enough,” he said, “but I replaced all of them with much heavier material.”

On the plus side, nearly all agree that the hull is heavily laid up, and that the spars are larger sections than one would expect on a boat of this size. Fittings were said to be of satisfactory quality. The trailer supplied by Chrysler is only adequate; a number of owners said it would be better to buy a heavier-duty trailer elsewhere. A double-axle trailer with brakes is recommended.

In the October 1, 1995 issue, we published under “Spare Parts” a source for some Chrysler parts, given to us by Hooper’s Yachts, 599 Manning Ave. S., Afton, MN 55001; 612/436-8795.

Bill Hooper said that his yard has worked on many Chrysler boats over the years, and has found some parts from Cardinal Yachts, Rte. 3, Box 1080, Gloucester, VA 23061.

Performance

Many owners report that light air performance is not exactly sparkling, attributing this to the boat’s relatively heavy displacement. The sail area/displacement ratio of 16.5 isn’t bad, however. In fact, owners spacious who bought larger genoas (up to 170%) report significant increases in sailing speeds.

In terms of stability, initial tenderness was a frequent comment, though ultimate stability was not a concern. The boat is claimed to be self-righting, even with the keel up. “Goes to about 22 degrees quickly, then stops. Cannot put rail under,” said one owner. The few owners of fixed keel models noted how much stiffer their boats are than the swing keel models.

To get the most out of the boat, owners suggest playing with the keel angle (which helps minimize weather helm) and installing the usual sail handling devices: larger boom vang, down haul, better quality traveler and so on. Several said that the keel was not faired particularly well, and that grinding it smooth and fair produces a noticeable improvement in performance.

The same was said about converting to mid-boom sheeting.

In summary, the boat performs best in moderate winds, and by using the various controls available, it will balance reasonably well and sail at average speeds.

Auxiliary power is furnished by an outboard mounted on the transom bracket. Models mentioned include Honda 5 and 10, Johnson 6 and 9.9, Seagull 5, Chrysler 6 and 10, and Evinrude 9.9., all long shafts. The separate, sealed tank compartment is much admired. Remote controls are regarded as a great convenience as well as a safety feature.

The basic plan provides for a V-berth forward, convertible dinette to port and a berth/settee to starboard, which may be occupied at times by the optional slide out galley. The $375 cost of the galley unit was considered overpriced by at least one respondent.

Some have made their own.

The partial bulkheads give a sense of spaciousness, which is important in a small boat with just sitting headroom. The centerboard trunk is not too tall, but does have an effect on moving around. A few owners said they thought that the cockpit suffered at the expense of the interior; the tiller extends to the bridgedeck, meaning that everybody in the cockpit will be in the way of the helmsman.

As mentioned earlier, there is a full inner liner or pan that predetermines the location and use of most spaces. Nevertheless, many owners report customizing the interior. Most often mentioned is the making of their own galley module. A few have raised the bridgedeck to the cockpit seat level. A few have upgraded the electrical panel.

The large V-berth is an attractive feature, and probably worth the absence of a private head (a portable toilet is located underneath). The sloping deck does diminish headroom forward, however.

The Chrysler 22 is still much admired for its clean lines and good looks. The option list, as with many small boats of its day, was long: pulpits and lifelines, galley and water tank, portable cooler, outboard bracket, toilet, curtains, backstay adjuster, running lights, mainsail cover, cushions, boom vang and more. Presumably, most used boats on the market today have these “accessories.”

We have always enjoyed customizing our boats, but do so with extreme caution, because when it comes time to sell (and every boat is sold sooner or later), it could be difficult finding a buyer who likes the reclino-lounge chair and navigation table you’ve installed in place of the dinette! We’d be wary of buying a boat with oddball “upgrades.”

The area of most concern with the Chrysler 22 is the rudder and rudderstock; if it still has the original hollow aluminum stock, we’d plan on replacing it. This probably will require some custom metalwork from a shop.

One should be able to buy a Chrysler 22 for somewhere between $4,000 and $5,000, depending on condition and equipment, the trailer and motor being the two most important pieces of extra gear. For an introduction to the joys of cruising, we think it’s one of the better mid-70s trailer sailers, though we’d also take a good look at a couple of other boats: the Tanzer 22 and O’Day 23.

RELATED ARTICLES MORE FROM AUTHOR

Cardinal Yachts, Harry Sindle was building the Mutineer and Buccaneer in Ware Neck Virginia in the early 90’s I also saw a few Rhodes 22’s and Hamptons.

Does the Chrysler 22 have a drain plug? I’m looking at one that’s been sitting for several years, water about 6” over the floor.

1. Get a siphon hose placed low in the boat and draw out the water into the low end of the cockpit. 2. Get a half gallon plastic water pitcher. Sit inside the cabin with your feet in the water and begin bailing into the cockpit. 3. Get a small 12 volt bilge pump or baitwell pump and drop it into the water.

Hi All, I bought a C-22 a few years ago, the water in the bottom was from the swing keel fittings leaking. I would recommend replacing the fittings and pin, don’t worry the fittings are made of pipe flange & fittings. Also to prevent keel klunk and the keel wearing thru the hull i used a nylon cutting board to fill the gap on each side of the swing pin. using 3M 4200 adhesive its worked fine. the adhesive needs to be used once its opened so have everything cut and fitted. I just got on this site today, our long winter at lake Superior has tested my patience……I’ve also started a u-tube channel with some random vidieos, I promise to have more instructional vidieos this year including the sail pack and new solar panel installation i made “Sailing Lake Superior George Kramer”

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• Sailboat Guide

1983 Gloucester 22

• Description

Seller's Description

The owner bought this boat in 2015

General condition and any additional information

Please contact me for directions to see the boat. You can stop by and view the boat at her slip anytime.

This boat is in the water at: Hartge Yacht Harbor 4883 Church Lane Galesville, MD 20765 Phone: (443) 607-6306

On the West River in Galesville Maryland

Important Note: I do not have a trailer for this vessel.

Standard features

For sale by owner, 1983 Gloucester 22 and outboard motor. This is one fun family boat! She is fun and lively and a joy to sail! Sails include Mainsail w/ battens, which include and jiffy reef system, with mainsail cover. Hank on headsail, 130% jib, and all halyards and sheets. 2018 6HP Yamaha “20 long shaft included warrant good through 11/06/2021. This boat is in sail away condition. Beautifully maintained and in excellent condition, the list of equipment is extensive.

Galesville Maryland – West River All hardware is included full lifelines, stainless-steel outboard motor bracket, bow and stern pulpits, all lights with enhanced control panel, 48qt cooler. All cabin cushions tinted Beckson opening portlights, replaced in 2019, and a Bomar hatch forward, two cockpit storage lockers under seats, extendable centerboard.

Main, jib, main sail-cover, boom-vang, running backstays, 6 opening ports with screens. Mainsheet. Cooler, compass, (2) Dock bumpers, dock lines, Anchor and rode, Handheld horn, Battery (lights), Sail gaskets, Flag halyard and USA flag, Life horseshoe, boarding ladder. cabin cushion, storage counter, and sink, table, life preservers. Cockpit cushions, deep storage lockers in a cockpit fully stocked. Neil Pryde International Main and Jib All rigging is excellent condition. I have a large amount of extra gear that will be included with the sale of this boat, including a mast ladder, cleaners, extra wood lacquer, electric connectors, wire, and related piece parts.

Extra gear included

Keel centerboard set-up. draws 20 ins with board up and 4+ feet with board fully down. Small dinette table attaches to mast support Sleeps 4, 2 in v-berth, 2 in pull out dinette sleeper New Neil Pryde sails 1999, main and 130 jib Sail cover 2013 Stainless steel engine mount 2013 Lewmar #7 chrome-plated winches Steaming light/foredeck light Distribution panel installed New stainless-steel centerboard Standard Horizon Eclipse VHF radio Bow hatch replaced Boom-vang Interior cushions Cockpit cushions Standard VHF built-in Excellent wiring throughout refreshed in 2013 Interior teak Compass built-in to the cockpit Anchor/rode and 150 ft line Fenders, dock lines, life jackets (4) in the package, plus extra 2 Igloo 48 qt cooler Life jackets, dock lines, safety equipment Complete detailed owner’s manual

Improvements to the hull, deck, rigging, engine, or interior

2018 Yamaha 6hp long shaft outboard motor, with less than 100 hours. The warranty is good through 11/06/2021 ($1,565.00 value). The motor was serviced by a professional outboard service center in Spring 2020. The motor, tank and all parts are in like-new condition.

2019 New battery connected to a solar-powered trickle charger

2019 all 6 portlights replaced

2019 New Porta-potty installed (never used).

2019 Rudder rebuilt new fiberglass with Gelcoat (like brand new) Includes a backup lower rudder unit.

2018 The bottom sanded and barrier coated and paint (will not need painting for 4 years.)

2018 Hull was waxed and polished

2017 Main and jib halyards replaced

2017 Center board cable replaced

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)

Originally the LN 23 (Lockley-Newport), it later became the CLASSIC 22 built by Classic Yachts of Chanute, Kansas (USA).

This listing is presented by SailboatOwners.com . Visit their website for more information or to contact the seller.

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Review of Gloucester 20

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat equipped with a fractional rig. A fractional rig has smaller headsails which make tacking easier, which is an advantage for cruisers and racers, of course. The downside is that having the wind from behind often requires a genaker or a spinnaker for optimal speed.

The Gloucester 20 is equipped with a swing keel. A swing keel is a pivoting lifting keel, allowing to sail both coastal and inland waters.

The boat can sail close to the beach as the draft is just 0.30 - 0.40 meter (0.98 - 1.28 ft) dependent of the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Gloucester 20 is 2.57, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 5.4 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Gloucester 20 is about 77 kg/cm, alternatively 432 lbs/inch. Meaning: if you load 77 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 432 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 14m 2 (150 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Gloucester 20 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Has anyone ever seen or know these little beauties

• Thread starter Chuck R
• Start date Nov 17, 2007
• Forums for All Owners
• Ask All Sailors

While serfing I found this little sailboat. Seems like a nice trailer sailer to use on small lakes / rivers. Wonder if they are dagger board- centerboard- or shoal draft or what? Does not seem to be very popular.http://web.utk.edu/~pdf/newport/gloucester/pdf_gloucester.htm  

Cool looking little boat. I'm not familiar with the Gloucester 16 but it looks like a neat little boat. I'd love to have one to sail the local lakes when I can't drive to the coast to sail my Cal 2-25.  

Remember when... ...I had a Gloucester 16. The Gloucester series was made in Mathews County, Virginia, just east of Gloucester County. They were derived from the Newport class and sold very well in the 1980s. We sailed our 16 for 11 years on the James River. The lead keel is on a crank cable similar to that of the old Catalina 22s. Good boat, sorry to see the company go under. To this day, we still see the underlined Gloucster sticker on the rear windows of cars, like a college logo.  

Steve Morris

Gloucester 16 On E-Bay There is currently one of these boats for sale on E-Bay. It is located in Maryland. The current bid is $715.00. The auction ends in about 12 hours.  

Burt Revell

Gloucester Sailboats Yahoo Group Hi Bill, There is a Yahoo group for Gloucester sailboats at http://groups.yahoo.com/group/Gloucestersailboats/ with good photos of the G16, 19, 22, 23 and a bunch of Lockley Newport boats. The word is that Ken Rupp will soon be building the Gloucester line again. Burt  

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