island packet 380 sailboat

Yachting Monthly

• Digital edition

Island Packet 380: The best liveaboard cruiser out there?

• Rachael Sprot
• June 17, 2022

When it comes to liveaboard credentials, is the Island Packet the cream of the crop? Rachael Sprot went to find out...

Product Overview

With their ivory colour and tall, rounded coachroof, the Island Packets are nothing if not distinctive and the Island Packet 380 is a fine example of the popular marque.

Designed and built in Florida, they’re sought after across the pond for blue-water cruising but a few of them have migrated to colder climes.

I joined Jalan Jalan , an Island Packet 380, to find out how they perform in our northern waters.

The first Island Packet was built in 1979. Designed by Bob Johnson, it was a 26-footer with a cutter rig, long keel and 10ft beam!

The yard soon made a name for itself producing well-built, spacious cruising yachts. From the outset, safety and stability were front and foremost in the design.

The 380’s wide beam gives her plenty of stability with a relatively low angle of heel. Credit: Richard Langdon/Ocean Images

The Island Packet 380 came along some 20 years later and was a highly successful model – 169 were built between 1998 and 2004.

My first impression of the boat was just how much boat there is – she dwarfed the Sigma 38 next-door.

The bow platform and davits mean she’s about a metre longer than her 38ft title suggests, and with a 4m beam she considerably out-girths her rivals too.

The result is a boat with a huge interior volume. Unlike other boats of these proportions though, she has the underwater profile to match.

The ‘full foil’ keel, which Johnson espoused, means there’s a lot more going on below the surface than meets the eye.

Forwards visibility is restricted due to the large sprayhood. Credit: Richard Langdon/Ocean Images

The keel-hung rudder is well-protected from encounters with floating objects and the encapsulated keel is another sound feature for blue-water cruising.

Despite her substantial size, the hull itself has a nice touch of sheer emphasised by the rubbing streak, and the stern has a wineglass shape which counterbalances the boxy coachroof.

Simple solutions

There’s seamanship in evidence in much of the design: the bow platform has twin bow rollers as standard, and the chain locker below is split in two thereby accommodating both sets of chain.

A sloping shelf beneath the hawse pipe helps the chain to self-stow and there’s easy access through the forward cabin if it doesn’t.

It’s the kind of simple, practical solution which comes from a designer who goes cruising himself.

There are five mooring cleats on each side, each one with a stainless chafe protector guarding the teak toerail beneath.

The self-tacking staysail makes the cutter rig easy to handle on the Island Packet 380. Credit: Richard Langdon/Ocean Images

The low-profile toerail is attractive but I’d have liked a more substantial brace on an ocean-going yacht.

The high coachroof has an excellent handrail which gives good security on the side decks though.

Four full-size dorades with storm blanks provide good ventilation below and there’s room for a liferaft or rolled up dinghy under the boom.

Safety over sportiness

The cockpit is carried all the way aft to the pushpit. It’s a big space, which is exactly what you want in the lower latitudes where you spend more time outdoors, but it feels wide when heeled.

There are two huge lockers under the cockpit seats and there’s space beneath the cockpit sole for a generator.

A split backstay and small sugar scoop makes getting on and off the transom easy.

The wheel is fairly small and because the sprayhood is necessarily wide to take in the big coachroof, forwards visibility is restricted.

The Island Packet 380 is ideal for blue-water cruising, with a keel-hung rudder and encapsulated keel. Credit: Richard Langdon/Ocean Images

We found ourselves standing with a foot on either cockpit bench in order to keep a proper lookout.

A bigger wheel would have made it easier to steer and peer around the side of the sprayhood. However, it does mean there’s good access when berthed stern-to.

Davits and solar panels are easily accommodated, and her volume means she copes well with all the cruising gear.

The companionway hatch is a heavy duty, GRP moulding which can be bolted into position to secure the washboards beneath.

It’s a reassuring feature on an ocean sailing boat – you may encounter green water before arriving at your blue-water cruising grounds.

The short traveller forward of the companionway is another feature which prioritises safety over sportiness.

No back rest makes the chart table impractical at sea. Credit: Richard Langdon/Ocean Images

Island Packet pride themselves on their superior construction standards.

The hull is solid laminate, which is heavier than a cored hull, but this means damage is easily repaired.

The trademarked Polyclad 2 gelcoat system below the waterline is reported to offer better protection against osmosis, and above the waterline Durashield gives a high-gloss finish.

The hull is a single moulding, as is the deck, and they’re bolted and bonded together.

The deck is cored with Polycore, which is supposed to be impervious to rot.

The davits, solar panels and sprayhood add windage. Credit: Richard Langdon/Ocean Images

The chain plates are another example of robust design: the single spreader rig is stayed with forward and aft lowers and together with the cap shrouds are terminated to three separate chain plates.

The separate chain plates are welded and braced together with a framework that locks into the hull to deck joint before being glassed to the hull – very much a belts and braces solution.

It’s below decks that the Island Packet 380 wins her admirers, though.

The high coachroof gives an unparalleled sense of space, feeling more like a 42-footer. The saloon is bright and comfortable with lots of natural light.

There’s a mixture of solid teak joinery and GRP mouldings which gives a feeling of excellent quality without making them prohibitively expensive.

Sturdy structure

There’s a structural ‘pan’ which forms the sole, and the bulkheads, structural webbings and many of the bunks and seats are bonded to the hull to give more rigidity.

It’s a more labour-intensive process than the ‘tray’ style construction of many production boats, but the result is a much stronger structure.

The headlining is a single moulding, which is durable and easy to maintain. It also means the underside of the deck is well insulated and during the cold March nights I spent on board the only condensation was on the hatches and portlights.

The portlights themselves are a window into Island Packet’s philosophy.

Twin bow rollers point to the Island Packet 380’s seaworthiness. Credit: Richard Langdon/Ocean Images

The stainless steel frame has two threaded lock nuts to clamp them shut, in the moulding above there’s a perfectly positioned hook to hold them open.

They’re simple, tough and functional, with no friction hinges or plastic catches to wear out.

The fold-up table is versatile, creating lots of floor space when you need to get the tools out or for morning yoga sessions, although it’s a shame it doesn’t have a fiddle.

A small, aft-facing chart table utilises the end of the starboard saloon berth, maximising the seating in the saloon, but making it impractical at sea: there’s no back rest and nothing to stop the charts from sliding off the top.

It’s a strange oversight on what is otherwise a well-thought-out interior.

The deck of the Island Packet 380 feels secure, with plenty of hand holds. Credit: Richard Langdon/Ocean Images

For many though, the vast U-shaped galley makes up for any shortcomings.

It’s a fantastic area with a double sink, lots of locker space and plenty of surface area for food prep.

The top-loading fridge and freezer are bigger than most boats’ cockpit lockers.

There’s a roomy master cabin in the forepeak with an island bed which allows you to get up in the middle of the night without disturbing the other person – a nice feature for a liveaboard.

The heads is also vast with two access doors, one to the forward cabin and one to the saloon.

Access on and off the Island Packet 380 is easy with a split backstay and small sugar scoop. Credit: Richard Langdon/Ocean Images

It would be nice to see some sort of wet-locker arrangement or hanging rail though, especially in our colder, wetter climes.

The aft cabin is also a generous double which runs athwartships. Beneath it there’s excellent access to the gearbox, stern gland and back of the engine .

The front and sides of the engine box have access panels too.

However, it looked like removing the engine entirely would involve dismantling some of the joinery.

Spotless condition

Despite Jalan Jalan ’s fairly high mileage, there wasn’t so much as a scuff in the gelcoat or joinery.

They’re the kind of boats that attract conscientious owners and many of the examples on the market have been well looked after.

The accommodation on offer is as much about what you don’t see as what you do see.

The deep bilges are cleverly compartmentalised and the storage space extends well below the waterline.

The high coachroof makes the saloon feel roomy. Credit: Richard Langdon/Ocean Images

I managed to extract a cruising chute, spinnaker sheets and storm jib from underneath one corner of the port seating!

The Packet boats of the 18th and 19th centuries were originally designed to take cargo, passengers and mail up and down the coast, and the Island Packet 380 pays more than a nod to this heritage.

The flip side to this is the windage.

Jalan Jalan ’s sprayhood doesn’t fold down easily, and once you’ve added in davits and solar panels she’s challenging in confined spaces.

The long keel helps to stabilise her, so she doesn’t skate around as much as a fin-keeled yacht, but she’s hard to turn in strong winds.

The 56hp Yanmar is hefty for a boat of this displacement, but with the large wetted surface area and drag from the superstructure, she needed 2,500rpm to achieve 6 knots in calm conditions, which doesn’t leave a lot of headroom for when it’s windy.

With a little help from the bow-thruster she did follow her rudder in astern, although she was slow to respond to helm inputs.

A 4 metre beam means there is plenty of space in the master cabin. Credit: Richard Langdon/Ocean Images

As with most long-keeled boats, steerage in reverse is a privilege and not a right, and it’s one which may be withdrawn at short notice.

The million-dollar question though, is how does she sail? The answer is: better than you think.

She doesn’t want for sail area: there’s a 16 per cent sail area/displacement ratio just taking the mainsail and fore triangle into account.

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If you add in an overlapping genoa and the staysail, it pushes up to 18 per cent.

The headsail track is on the toerail and with her 1.4m draught, it is an early indicator that she isn’t designed to be close-winded.

The heads can be accessed from the saloon and forward cabin. Credit: Richard Langdon/Ocean Images

She likes to be sailed ‘full and by’ according to the manual.

Apparent wind angles of 50-55° were optimum where she made a comfortable 5.5-6 knots upwind in a Force 4 and above.

A slab reefing main instead of in-mast furling , and some crisp new sails would have given better performance.

Impressive in light airs

The self-tacking staysail sheets are closer to the centreline, so in stronger winds you’d achieve better tacking angles from this.

Off the wind we reached along at 6.5-7 knots in blustery Force 6, but there was a law of diminishing returns above that.

In light airs she was impressive though, managing 3.5-4 knots in 6-8 knots breeze, which is valuable on long passages where you don’t want to reach for the throttle every time the wind drops.

The Polycore deck should last, and it is reported to be impervious to rot. Credit: Richard Langdon/Ocean Images

Thanks to her beam she has plenty of form stability, keeping the angle of heel relatively low. She’s also well ballasted and forgiving in gusty conditions.

The large rudder gripped the water even when a 30-knot squall hit, never threatening to round up.

With in-mast furling it was easy to balance the sail plan to minimise weather helm.

She’s never going to point like a Sigma 38, and she needs to be sailed accordingly, giving lee shores a wider margin, but blue-water sailing is best done by tortoises, not hares.

The Island Packet 380 is superbly well adapted for tradewind sailing, exploring shallow atolls and spending long periods of time afloat.

The galley has plenty of stowage and has decent fridge and freezer space. Credit: Richard Langdon/Ocean Images

There’s a trend these days to pair high volume interiors with a flat, racy bottom and deep fin keel.

Comfort and performance: it’s a seductive mixture, but like all good cocktails the innocuous first impression could leave you with a headache offshore.

Not this boat – it is unapologetically safe, sensible and seaworthy.

The Island Packet 380 is a Marmite kind of a boat, but like it or loathe it, there’s a lot to admire in the design, not least that it isn’t trying to be something it’s not.

Expert opinion on the Island Packet 380

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA) www.bensutcliffemarine.co.uk

Over the years I’ve surveyed several of these for both pre-purchase and insurance claims.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

These vessels have a distinctive off-white/cream hull moulding colour; while attractive, it can be a headache for yards to colour match when damaged.

When viewing, look carefully for areas of repair. The strength of the hull is unquestionably reliable.

I’ve surveyed several which have been bounced on the bottom, against rocks or quay sides, and the boat has upheld the stresses surprisingly well.

I am not keen on the method of laying the ballast into the keel moulding.

During hammer testing the keel moulding arrangements, I have had a couple where the ballast is not very tight within the moulding.

Surveying two Island Packet 380s after groundings, I have found water was able to easily ingress into the keel void and soften the lean mix of sand and cement used around the lead ingots.

The Island Packet 380 is ideal for living aboard long term and tradewind sailing. Credit: Richard Langdon/Ocean Images

This has been a very hard job to sort and in both cases quite expensive to deal with.

Protect the boat’s teak cappings before liftout as they can be damaged.

Have some carpeted blocks made and place below the strakes to stop the strops lifting the cappings off under load.

Lastly, be aware of the skeg fitting fastenings that can weep into the keel void, the security of her deck fittings and, most importantly, moisture in the deck core around fittings, especially around winches and the portlights.

Alternatives to the Island Packet 380

Moody 38 mk1.

All controls on the Moody 38 lead aft. Credit: David Harding

Moody was to the British what Island Packet was to the Americans: reliable, solidly built cruising boats.

They had a prodigious output, over 160 Mk 1 Moody 38s came out of the mould in the 1990s, and a further 37 of the Mk 2 version in the 2000s.

Owing to the centre cockpit, the master cabin is aft rather than forwards.

Described by the original Yachting Monthly review in 1992 as ‘truly splendid’, it’s still impressive today with lots of stowage and a portlight in the transom.

Like many centre-cockpit boats the cockpit lockers are sacrificed, with two deep but narrow lazarettes in each quarter instead.

Another compromise is that the companionway steps descend quite steeply.

Forwards there’s a generous V berth and second heads – useful if you’re cruising as more than a couple.

There’s a proper, forward-facing chart table to keep the fuddy-duddies (like me) happy too.

The 38 came with a masthead rig with double spreaders and fixed backstay as standard. Credit: David Harding

Below the waterline there’s a stout fin keel and semi-balanced rudder on a partial skeg. The masthead rig has the least sail area of all the boats in this selection.

The small mainsail area is partly because they came with in-mast furling as standard and they were also designed to have a generous genoa.

Once you add an overlapping headsail into the equation she has a better sail/area:displacement ratio. The smaller main will also make her easier to handle in a blow.

The modest draught will slightly limit upwind performance, but most cruisers aren’t concerned about losing a few degrees of pointing and it gives better access to tidal harbours.

The hull is solid laminate but the deck is balsa-cored, so you’ll need to watch out for moisture ingress.

The Plymouth-built hulls met Lloyd’s construction standards so should stand the test of time.

Although Moody didn’t splurge out on the joinery, they didn’t skimp on it either: the fit-out is good.

If you’re looking for an affordable fin-keeler with plenty of space but that’s easy to handle under power and sail, this is a great option.

Nauticat 39

A deep forefoot means the Nauticat 39 handles well in heavy weather. Credit: David Harding

Nauticat is not a name you normally associate with handsome sailing yachts.

They’re better known for their quirky motor sailors but in the 1980s and 1990s a touch of thoroughbred was introduced to the stables of the Finnish design team.

A series of much more athletic boats appeared, including the Nauticat 39.

With a narrow beam, relatively light displacement and large sail area she’ll likely outsail her contemporaries, especially upwind.

The deep forefoot makes her sea-kindly in heavy weather and the bulbed fin keel is substantial, giving better than average directional stability.

The joinery below decks is of Scandinavian quality with all teak sourced from the same trunk so that the colour and grain matches.

The master aft cabin has an en suite heads, with a second heads forward to serve the V berth and single cabin down the port side.

The major selling point of the boat is the wheelhouse, where you can sip a gin and tonic, enjoying the sunset in whichever beauty spot you’ve arrived in.

It’s quite ambitious to fit one of these on a boat under 40ft, so the seating area of the raised saloon is smaller than that of a conventional saloon.

It also means that the galley is buried in the belly of the boat which, whilst snug in heavy weather, is a bit lonely when the rest of the crew are enjoying sundowners on deck.

The interior helm station will appeal to anyone missing those working-from-home pyjama days – with a throttle control and hydraulic steering link you can wear your slippers on watch.

With her performance credentials, though, she’ll reward those who want to play on deck too.

Hunter Legend 41

The Legend 41 was designed for easy handling shorthanded. Credit: Graham Snook

Another American cruiser which has been popular in Europe is the Hunter Legend 41.

Like the Island Packet 380, it’s broad-shouldered and beamy with high topsides. The interior is voluminous.

The B&R rig is a trademark feature of the Hunter brand.

Originally designed by Swedish engineers Lars Bergstrom and Sven Ridder, it removes the need for a backstay by substituting aggressively swept back spreaders and a web of reverse diagonals.

The result is a sail plan that’s heavily weighted in favour of the mainsail, thanks to a big roach and small foretriangle.

It’s intended to make sail handling easier because there’s no large headsail to sheet in.

However, careful mainsail management may be required in order to reduce weather helm close-hauled.

The stainless-steel cockpit arch keeps the mainsheet clear of the crew yet still within reach of the helm.

Innovative rig design aside, the deck layout is fairly standard for this type of cruising yacht.

Accommodation-wise there’s little to fault.

The L-shaped galley has acres of work-space and a full-height storage locker. The saloon seating wraps around the table and could easily accommodate eight.

Big overhead windows let in lots of natural light. There are two big double cabins, one forward, one aft, both with an en suite heads.

A deck saloon version gives 7ft of headroom in the saloon! The shoal draught version comes with a bulb keel, whilst the full-fin keel will give better upwind performance.

She’s flighty for tricky offshore sailing, but would make a comfortable island-hopping liveaboard.

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• Island Packet 380

The Island Packet 380 Sailboat

The Island Packet 380, a long-keeled cutter, was designed by Bob Johnson and built in the USA by Island Packet Yachts.

Published Specification for the Island Packet 380

Underwater Profile:  Long keel

Hull Material:  GRP (Fiberglass)

Length Overall:  39'7" (12.00m)

Waterline Length:  32'0" (9.8m)

Beam:  13'0" (4.0m)

Draft:  4'4" (1.3m) *

Rig Type:  Cutter

Displacement:  21,000lb (9,526kg)

Designer:  Bob Johnson

Builder:  Island Packet Yachts (USA)

Year First Built:  1999

Year Last Built:  2004

Owners Association:  Island Packet Yacht Owners Association

* A centreboard version is also available - 3'11" draught with the board up, 7'7" with it down.

Published Design Ratios for the Island Packet 380

1. Sail Area/Displacement Ratio:  15.5

2. Ballast/Displacement Ratio:  40.0

3. Displacement/Length Ratio:  307

4. Comfort Ratio:  30.6

5. Capsize Screening Formula:   1.8

Performance Predictions, Based on the Design Ratios

The design ratios that can give us an idea of how the boat performs under sail. These ratios are not definitive, but they can help us compare different boats and make some general predictions.

• Sail Area to Displacement Ratio (SA/D): This ratio measures how much sail power the boat has relative to its weight. A higher ratio means a faster and more responsive boat, while a lower ratio means a slower and more stable boat. The SA/D for the Island Packet 380 is 15.5, which is on the low end of the spectrum for cruising boats. This means that the boat is not very fast or agile, but it is very stable and comfortable in heavy seas.
• Displacement to Length Ratio (D/L): This ratio measures how heavy the boat is relative to its waterline length. A higher ratio means a heavier and more seaworthy boat, while a lower ratio means a lighter and more performance-oriented boat. The D/L for the Island Packet 380 is 307, which is on the high end of the spectrum for cruising boats. This means that the boat is very solid and robust, but it also has more wetted surface and drag, which reduces its speed potential.
• Ballast to Displacement Ratio (B/D): This ratio measures how much weight is in the keel relative to the total weight of the boat. A higher ratio means a stiffer and more stable boat, while a lower ratio means a more tender and lively boat. The B/D for the Island Packet 380 is 40%, which is on the high end of the spectrum for cruising boats. This means that the boat has a lot of righting moment and can carry more sail in stronger winds, but it also has more inertia and resistance to turning.
• Capsize Screening Formula (CSF): This formula measures how prone the boat is to capsize in extreme conditions. A lower value means a safer and more seaworthy boat, while a higher value means a more risky and less seaworthy boat. The CSF for the Island Packet 380 is 1.83, which is below the threshold of 2 that is considered safe for offshore cruising. This means that the boat has a low probability of capsizing in severe weather.

Production Period and Numbers Produced

The Island Packet 380 was introduced in 1999 as a replacement for the Island Packet 37, which was discontinued in 1998. The Island Packet 380 was produced until 2004, when it was replaced by the Island Packet 370, which had some minor changes in layout and rigging. During its production run, 169 units of the Island Packet 380 were built.

Alternative Versions & Options

The Island Packet 380 was offered with two different interior layouts: standard and optional. The standard layout had two cabins and one head, while the optional layout had one cabin and two heads. Both layouts had a spacious saloon with a U-shaped settee to port and an L-shaped settee to starboard, which could be converted into berths if needed.

The standard layout had a large aft cabin with an athwartships double berth and ample storage space, while the optional layout had a smaller aft cabin with an offset double berth and an ensuite head with shower. The forward cabin was identical in both layouts, with a V-berth that could be extended into an island double berth by inserting a filler cushion.

The galley was located to starboard near the companionway in both layouts, with plenty of counter space, storage, and appliances. The galley had a three-burner stove with oven, a double sink, a top-loading refrigerator, and a separate freezer. The navigation station was located to port opposite the galley, with a large chart table, an instrument panel, and a swivel seat.

The Island Packet 380 was equipped with a cutter rig, which consisted of a mainsail, a 110% genoa, and a self-tacking staysail. The mainsail had a full-batten design with two reef points and a stack pack system for easy handling. The genoa and the staysail had roller furling systems for convenience and versatility. 

The Island Packet 380 had a Yanmar 4JH3E diesel engine that delivered 56 horsepower and drove a three-bladed propeller through a reduction gear. The engine was located under the cockpit sole and was accessible from all sides through removable panels. The fuel tank had a capacity of 85 gallons (322 liters), which gave the boat a cruising range of about 500 nautical miles at 6 knots. The water tank had a capacity of 170 gallons (644 liters), which provided enough fresh water for long passages. The boat also had two holding tanks, one for each head, with a total capacity of 40 gallons (151 liters).

The Island Packet 380 had a spacious cockpit with high coamings and comfortable seats. The cockpit had a folding table that could be used for dining or charting. The helm station was located aft, with a large wheel, an instrument pod, and an engine control panel. The cockpit also had two large lockers for storage and access to the steering system and the emergency tiller. The boat had a sugar scoop transom with a fold-down swim ladder and cockpit shower.

The Island Packet 380 had a wide side deck with high lifelines and handrails for safety. The bow platform had two anchor rollers and an electric windlass for easy anchoring. The boat also had davits at the stern for carrying a dinghy.

Number & Location of Sleeping Berths

The Island Packet 380 had six sleeping berths in total: two in the forward cabin, two in the aft cabin, and two in the saloon. The forward cabin had a V-berth that could be extended into an island double berth by inserting a filler cushion. The aft cabin had either an athwartships double berth (standard layout) or an offset double berth (optional layout). The saloon had a U-shaped settee to port and an L-shaped settee to starboard, which could be converted into berths if needed.

History of the Boatbuilder

Island Packet Yachts is an American boatbuilder that was founded in 1979 by Bob Johnson, who is also the chief designer of the company. Johnson started his career as an aerospace engineer, but he soon realized his passion for sailing and boat design. He designed and built his first boat, the Island Packet 26, in his garage in Florida. The boat was well-received by the sailing community and Johnson decided to start his own company to produce more boats.

Island Packet Yachts is known for its distinctive style of cruising boats, which feature ivory-colored hulls, rounded coachroofs, full-foil keels, cutter rigs, and spacious interiors. The company has won many awards and accolades for its quality and innovation, such as the Cruising World Boat of the Year Award , the Sail Magazine Best Boats Award , and the NMMA Innovation Award.

Island Packet Yachts has produced over 40 models of sailboats ranging from 26 to 52 feet in length. Some of the most popular models include the Island Packet 31, the Island Packet 35, the Island Packet 38, the Island Packet 420, and the Island Packet 485. The company also produces powerboats under the name Blue Jacket Yachts.

Island Packet Yachts is based in Largo, Florida, where it has a state-of-the-art facility that covers over 12 acres of land. The company employs over 100 skilled craftsmen who use traditional methods and modern technology to build each boat with care and attention to detail.

Secondhand Values

The Island Packet 380 is no longer in production, but it is still in high demand on the secondhand market. According to YachtWorld, the average asking price for an Island Packet 380 is $191,725 USD as of April 2023. The lowest asking price is $184,000 USD for a 1999 model in Florida, while the highest asking price is $219,900 USD for a 2004 model in Maryland. 

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

Other sailboats in the Island Packet range include:

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• Sailboat Guide

Island Packet 380

Island Packet 380 is a 39 ′ 6 ″ / 12.1 m monohull sailboat designed by Robert K. Johnson and built by Island Packet Yachts between 1999 and 2004.

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)

Draft for CB version: 3.92’ BU, 7.58’ BD.

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Island Packet 380

Some of you will look at the full-keel-type hull form and immediately assume a whole package of performance characteristics. That's not fair. There are good full-keel boats and bad full-keel boats, just like there are good and bad fin-keel boats. I would assume, based on the pedigree and the slow, thoughtful evolution of the IP hull form, that designer Bob Johnson has hit upon a successful combination of form features. Note the new IP bow profile. The bowsprit has been shrunk to vestigial proportions and the bow overhang has been extended. This results in more useful deck area forward and more volume below. The new 380 will be drier and, with a finer angle of entry, it will probably be faster. It's a nice look that complements the reverse transom/swim step aft.

The high-volume keel shape results in a high D/L of 313, but that's typical of full-keel boats. I'm not wild about the Òcrab crusher" type of keel, but it does offer security in grounding situations and generally produces a boat with good directional stability. It's important to know that not all full-keel boats track well. Note the semibalanced barn-door rudder. I like big rudders. Most full-keel boats don't back up worth a damn and a big rudder combined with a three-bladed Max Prop can certainly improve control in reverse.

The interior offers excellent accommodations for two couples. The single head is generous and doesn't try to cram in a coffinlike shower stall. You know by now how I feel about big galleys, and this one is plenty big. I love the challenge of cooking good meals on my 26-footer, but it is a challenge. ÒHey! You stepped in the white sauce." This galley is spread out and ideal in its location and layout. If I have a complaint with this style of interior, it is that it doesn't provide good sleeping options for the all-boys cruise. This could be remedied with V-berths, but they are not in vogue these days.

The 380 is a true cutter. Note the mast location. It's pretty far back in the boat, leaving plenty of room in the foretriangle for carrying two headsails. The high-clewed staysail is set on a Garry Hoyt-style club that combines auto-vanging with self-tacking. The SA/D is 18.6, and that's pretty good for this type of boat.

I like the IP boats. Walk down the dock and stop at the first IP. They always look good. There's enough teak trim to give a dressed-up and yachty look while not overburdening the owner with therapy-like maintenance. Designer Johnson shows in this new model that he is serious about performance while still holding fast to his overall design approach.

Also in Perry on Design

• Wallyrocket 51
• Clubswan 28
• Beneteau Oceanis 37.1
• M.A.T. 12.2
• Jeanneau Yachts 55

Also from Robert H. Perry

Island packet 380

The island packet 380 is a 39.58ft cutter designed by bob johnson and built in fiberglass by island packet yachts between 1999 and 2004..

The Island packet 380 is a moderate weight sailboat which is slightly under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a bluewater cruising boat.

Island packet 380 for sale elsewhere on the web:

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Priority 2001 | 39' Island Packet 380 Sailboat for Sale

2001 island packet, 39' (11.89m) 380 - priority, priority is an excellent example of cruising world’s 1999 best value cruising boat..

• Shady Side Maryland United States
• Fiberglass Hull

$ 178,500 USD

€ 165,746 euros $ 240,990 cad.

• EMAIL BROKER

Description

Priority is an excellent example of Cruising World’s 1999 Best Value Cruising Boat. Boasting all the plusses of the prestigious Island Packet line (see brochure link below), she is fully equipped featuring all the standard equipment, plus a generator, solar panels, inverter, water maker, radar, AIS and Sirius XM satellite weather radio. With her CE ”A” Ocean rating, Priority can get you wherever you want to go; and once there you can stay as long as you like in comfort, on or off the grid. She is ready and waiting for her next voyage, so call for a showing today!

LOA: 39' " (11.89 Meters)

Type: Sail - Used

Beam: 13' 2"

Bridge Clearance: 55' "

Draft Max: 4' 7"

Draft Min: ' "

Maximum Speed: Knots

Cruise Speed: Knots

• Fuel Type: Diesel

Hull Material: Fiberglass

Fuel Tank: 85 Gallons (321.76 Liters)

Fresh Water: 170 Gallons (643.52 Liters)

Holding Tank: 40 Gallons (151.42 Liters)

Full Details

Main description, island packet 380 – priority – media.

To view media files on Priority click on, type or cut and paste these links (case sensitive) into your web browser:

Virtual Tour:                                  www.bit.ly/PRITOUR

Video Tour:                                   www.bit.ly/PRIVIDEO

Photo Slide Show:                          www.bit.ly/PRISLIDE

Manufacturer’s Brochure:                www.bit.ly/IP380B

Manufacturer’s Specifications:                   www.bit.ly/IP380MFGSPEC

COMPLETE LISTING - Broker's Brochure: www.bit.ly/PRIBROCHURE

ISLAND PACKET 380 – PRIORITY – UPGRADES

The current owner has continuously maintained and upgraded the vessel. Projects over the last five years include replacing or installing new:

- Memory foam mattress - master stateroom

- Force 10 stove

- Sails; originals replaced (main, jib, staysail) 2017

- Code zero sail

- Whisker pole

- Windless 

- Rockna anchor

- Victron inverter/charger & monitor

- Instruments and chart plotter

- Vesper Marine AIS

- Sirius XM satellite weather radio (subscription required)

- Raritan elegance electric flush head

- Holding tank and installed access panel

- Macerator pump

- Scupper hoses

ISLAND PACKET 380 – PRIORITY – WALKTHROUGH

The spacious cockpit features cushioned seating for 9, including a raised helmsman’s seat and twin stern rail seats. The helm features a folding suede wrapped destroyer wheel, magnetic compass, Furuno and Raymarine instrumentation, VHF radio, stereo radio, USB charging port, plus autopilot, windlass, bow thruster, and engine controls. Stereo speakers are mounted under the helman’s seat, port and starboard, along with the 30 amp shore power receptacle on the starboard side. A deck shower and manual bilge pump at also found at the helm on the port and starboard sides respectively.

A swim platform with ladder is found aft of the helm at the stern, while moving forward of the helm a two leaf, folding cockpit table is mounted on the helm pedestal along with a cup holder rack.

Two Lewmar 48 2-Speed self-tailing winches for foresail trim are mounted on the cockpit coamings, with two recessed cubbies below. Two additional Lewmar 30 2-Speed self-tailing winches and one Lewmar 8 winch for running rigging trim are cabin top mounted on either side of the salon companionway, which features interchangeable windowed doors, screen doors or drop boards.

The cockpit is protected from the sun and sea by a bridged dodger and Bimini.

Moving forward the deck is protected by a stainless steel bow and stern rails connected by dual lifelines, running the length of the deck port and starboard; gates are found just forward of the cockpit, port and starboard.

Two hatches are found on the cabin top in the cockpit with three additional hatches on the forward cabin top; along with stainless steel hand rails running the cabin top length on the port and starboard sides. There are a total of eleven opening portlights, with additional ventilation provided by 3 Dorade vents.

Foresail tracks run along on the port and starboard gunwales, which are raised and capped with teak. A total of 6 cleats are found at the bow, stern and midship.

There is a bowsprit with a dual anchor roller mount at the bow along with an electric windless, a chain locker port and a washdown spigot.

A propane tank locker is found midship on the port side and tender davits are found at the stern. NOTE: PICTURED TENDER DOES NOT CONVEY WITH THE YACHT.

The single spreader, cutter rig features headsail and staysail roller furlers, in mast roller furling main, a mechanical main boom vang and a self vanging staysail boom. Lewmar 8 and Lewmar 24 winch are mounted on either side of the mast for halyard management, with a whisker pole mounted on the mast forward. The standing rigging is stainless wire cable.

Entering the main cabin from the cockpit via a center mounted companionway, the galley is to starboard and the aft cabin to port. A large salon opens up forward with seating for seven.

The Salon, as well as the rest of the interior, features teak joinery and a teak and holly sole. With an L shaped settee to port and a straight settee to starboard, the salon offers a spacious and comfortable area for the crew to gather. Storage lockers are found along the port and starboard sides above the settees and are complimented by expansive lockers behind and below the settees. A hanging locker is located forward of the starboard settee opposite the head.

Additional features include a large double leaf fold down table, flat screen TV, two stereo speakers, overhead and bulkhead mounted lamp lighting, 120 vac outlets and overhead hand holds. Ventilation is provided by five opening ports, an overhead hatch, the cockpit companionway, two fans and air conditioning.

The U-shaped galley is located on the starboard side aft of the salon and features a molded sole, Force 10 stove/oven with countertop cover, microwave oven, double stainless steel sink, 120 vac outlets, and a large top access refrigerator freezer. Storage is provided by over and under counter lockers, under deck lockers, drawers and shelving. A portlight and overhead hatch provide supplemental ventilation to the galley and salon.

NAVIGATION STATION:

The navigation station is located opposite the galley on the port side, in the aft port corner of the salon. The station features a teak, lift top nav desk with seating provided by the end of the port settee. The 12 and 120 volt electrical panels are found above the table, along with a VHF Radio, stereo radio, Victron solar control panel, Costal Watt Wizard control panel, Maretron multifuction display, Raymarine multifunction display, Vespermanne Smart AIS touchscreen transponder, Marine Air Systems control panel, generator/shore power/inverter switch, Vitron battery monitor, 12 vdc plug, 2 map lights.

The private aft cabin is found opposite the galley on the port side and features a double berth, teak joinery with a hanging locker, storage lockers and hide away sink. Shelving runs along the port side above the berth. Lockers under the berth provide additional storage. There are two overhead lights above the berth, two bulkhead mounted lamps and a 120 vac outlet. Ventilation is provided two opening portlights and an overhead hatch, two fans, a louvered door panel and air conditioning.

FORWARD CABIN

Moving forward from the salon, access to the forward cabin is found through a companionway formed by a hanging locker on the starboard side and the door to the head on the port. The cabin features a center mounted double berth with drawers and a top access storage locker beneath. Shelving runs the length of the v-berth, port and starboard. Additional storage is provided by joinery featuring two lockers, a hanging locker and shelving in the aft starboard section of the cabin and two lockers with shelving opposite on the port side. Access to the shared head is found on the port side aft. Six bulkhead mounted lamps offer plenty of light in the evening. There are two 120 vac outlets. Ventilation is provided by two opening portlights, an overhead hatch, two fans, louvered door panels and air conditioning. Access to the chain locker is found on the forward bulkhead.

FORWARD CABIN SHARED HEAD

The forward head can be accessed from the salon or the forward cabin. The head is cleverly designed to include a fold away shower stall partition and fold down shower seat, providing a comfortable shower stall while keeping much of the head dry. Other features of the head include an electric marine toilet and a countertop with stainless steel sink. There are storage lockers above and below the sink and head. A half mirror with towel rack is mounted on the forward bulkhead with a full length mirror mounted opposite on the shower partition. There are two top mounted lights, one bulkhead mounted light above the mirror and a 120 vac outlet above the countertop. Ventilation is provided by an opening portlight an overhead hatch and two louvered door panels.

ENGINE COMPARTMENT

The engine compartment is underneath the cockpit companionway stairs and can be accessed from all sides, through opening panels in the galley and aft cabin.

ISLAND PACKET 380 – PRIORITY – INVENORY

* For additional details see the link to the manufacturers specifications in the media section above

ISLAND PACKET 380 – PRIORITY – ACCOMMODATIONS

The forward cabin is accessed via a companionway in the forward starboard side of the salon and includes:

- Private cabin with louvered, folding teak door

- Teak joinery

- Teak & holly sole

- Center mounted double berth; (sleeps 2)

- 2 Under berth drawers

- Under berth aft section locker, accessed via gas strut assisted hinged panel

- Hanging locker with countertop; aft starboard side

- Chest of 2 lockers with countertop; aft starboard side

- Chest of 2 lockers with countertop; aft port side

- Shelving running the length of the cabin port & starboard

- Chain well access, forward bulkhead

- 6 Bulkhead mounted LED lamps; 12 vdc

- 2 120 vac outlets

- A/C register

- Opening overhead hatch

- 2 Opening portlights with screens

- Hella turbo fan; 12 vdc

- Sirocco II fan; 12 vdc

- Magazine rack

- Coat hook

- 2 Hand holds

- Shared head access, aft portside

- Headroom 79 inches

The aft cabin is found opposite the galley and aft of the nav station and features:

- Private cabin with louvered teak door

- Double berth; 76 inches

- Under berth drawers

- 2 storage lockers with countertop, port side

- Hanging locker with countertop; port side

- Hide Away wash basin with running water; port side

- Storage locker beneath wash basin

- Shelf running along port sides above berth

- Towel rack

- Full length mirror

- 120 vac outlet

- 2 Bulkhead lamps; 12 vdc

- 2 Overhead lights above berth; 12 vac

- Opening overhead hatch with screen

- 2 Hella Turbo fans; 12 vdc

- Head room 76 inches

SALON SETTEES:

- Port settee converts to double berth (sleeps 2); 74 inches

- Starboard port settee converts to single berths (sleeps 1); 76 inches

ISLAND PACKET 380 – PRIORITY – MAIN CABIN

The main cabin is entered from the cockpit, five steps down via a center companionway from the cockpit and features the Salon, Galley and Navigation Station: 

- Teak Joinery

- Port side L-Settee, seats 3-4; converts to a double berth

- Starboard side settee, seats 3, converts to a single berth

- Chart drawer; under port settee

- Fold down counter; starboard settee just forward of galley

- 2 Front access lockers and shelving behind settees on either side

- Storage lockers below and behind settees

- Hanging locker with countertop; starboard side forward

- 2 Overhead hand holds running overhead fore and aft, port and starboard sides

- Hand hold pillar

- Handhold; forward bulkhead

- 5 Opening portlights w/screens

- Overhead opening hatch with screen

- 3 Dorade vents

- 2 Overhead lights; 12 vdc

- 3 Bulkead lamps, 12 vdc

- Binoculars rack

- Weems & Plath ship’s clock

- Weems & Plath ship’s Barometer

- Thermometer

- TLC 28” Roku Smart TV; model 28S305

- 2 Stereo speakers

- Hela Turbo Fan; 12 vdc

- A/C Register

- Headroom 76 inches

The galley is on the starboard side, aft of the salon, and features a U-layout comprised of a starboard side counter with stove, aft counter with refrigerator freezer and centerline counter with sink.

- Molded fiberglass sole

- In sole grate with dust tray

- 2 Under sole storage lockers

- Overhead hatch with screen

- Overhead light; 12 vdc

- Hela Turbo fan

- Opening portlight with screen

- Fire extinguisher

Starboard Side Counter:

- Fiddled countertop with drawer and locker underneath

- Force 10 Galley Range; 3 burner gimbled propane stove/oven, with countertop insert and storage

 cubby underneath

- 2 Over counter storage lockers

- Over counter storage shelf

- Microwave oven

Aft Counter:

- Large fiddled countertop with top access Waco-Alter/Barbour refrigerator/freezer unit and drawer underneath

- Bulkhead mounted dishware storage rack, with two drawers beneath

Centerline Countertop:

- Double stainless steel sink with hot & cold running water, spray nozzle, with locker underneath

- Countertop with top access storage locker

- Galley headroom 74 inches

NAV STATION

The navigation station is on the port side aft and includes:

- Navigation table with lift top storage

- Pencil rack

- Under desk storage for companionway drop boards

- Under sole storage locker

- Instrument panel with shelftop

- Electrical breaker panels; 12 vdc, 120 vac

- Standard Horizon Matrix AIS/GPS VHF Radio

- Sony marine sound system control panel; MP3 WMA ACC

- Victron Energy Blue Power solar control panel

- Costal Climate Control Watt Wizard control panel; model C4001

- Maretron multifunction display; model DSM410

- Raymarine multifunction display

- Vespermanne Watch Mate Vision Smart AIS touchscreen transponder

- Marine Air Systems AC control panel

- Generator/shore power/inverter switch

- Xantrex remote inverter switch

- Vitron Energy Blue Power battery monitor; model BMV-712 Smart

- 12 vdc plug

- House Battery/DC Main/Bilge Pump switching panel

- Windlass/Thruster CRT switch

- 2 chart lights; 12 vdc

- Bulkhead lamp; 12 vdc

- Hand hold

ISLAND PACKET 380 – PRIORITY – HEAD

The head, located on the port side forward of the salon, shares access with the forward cabin and includes: 

- Raritan Marine Elegance electric marine toilet

- Locker and shelf above toilet

- Fold away shower partition that converts aft section of the space to a shower, including:

  * Shower wand, hot & cold running water

  * Adjustable shower wand rail mount

  * Soap/Shampoo dispenser

  * Folddown teak shower seat

  * Handhold

- Countertop with stainless steel sink

- Cup holder

- Above sink locker with shelf atop

- Under counter locker

- Mirror with towel rack; forward bulkhead mounted

- Full length mirror; shower partition mounted.

- Towel hook

- Toilet paper holder

- Over counter light; 12 vdc

- Over toilet light; 12 vde

- Over mirror light; 12 vdc

ISLAND PACKET 380 – PRIORITY – COCKPIT

The cockpit features:

- Teak deck grate sol

- Seating for 9:

  * Port and starboard bench seating for 6 passengers

  * Stern rail seating for 2

  * Helmsman seat

- Cockpit cushions

- Pedistal Helm

- Center mounted teak cockpit table with 2 folding leaves

- Cupholders

- 2 Storage cubbies

- Large port and starboard storage/utility lockers, beneath bench seats

- Built in drinks cooler, beneath starboard bench

- Companionway to main cabin; center forward

ISLAND PACKET 380 – PRIORITY – HELM

The helm is found in the cockpit aft and includes:

- Raised helmsman’s seat

- Lewmar folding stainless steel suede wrapped destroyer wheel

- Ritchie Powerdamp, Island Packet magnetic compass

- Furuno multifuncion display

- Raymarine ST6001+ autopilot

- 3 Raymarine multi-function displays (cabin top bulkhead mounted)

- Vetus bow thruster control panel

- Standard Horizon RAM 3+ VHF radio hand held repeater

- Engine throttle/gear shift

- Windlass controls

- Engine control panel

- Sony sound system repeater control panel

- Dual USB charging stations

- Deck shower

- Manual bilge pump

ISLAND PACKET 380 – PRIORITY – SAILS & CANVAS

- Original sails replaced in 2017

  * Main

  * Genoa

  * Staysail

- Code zero 2017

- Dodger cover

- Bridge (Bimini to Dodger)

ISLAND PACKET 380 – PRIORITY – RIG

- Cutter rig

- Aluminum single spreader mast; with in mast main sail furler

  * Lewmar 24 halyard winch

  * Lewmar 8 halyard winch

  * Foredeck light

  * Steaming light

  * Anchor light

- Aluminum boom

- Mechanical boom vang

- Self vanging staysail boom

- Forspar Carbon whisker pole

- Harken MK III Roller Furler, Headsail

- Harken Roller Furler, Staysail

- Cabin top mounted mainsheet traveler

- Running rigging leads aft to cockpit through stop chocks

- Stainless steel wire standing rigging

ISLAND PACKET 380 – PRIORITY – DECK + HULL

- See manufacturer’s specification link above for details on:

  * Fiberglass hull mold technique

  * PolyClad 2 and Durashield TM gelcoat

  * PolyCore laminated decks with slip resistant surface

- Full Foil Keel; one piece construction

  * See link to manufacturer’s brochure above, “Underbody” section, for details on the Full Foil Keel

- Double bow pulpit anchor mount w/rollers

  * Primary – Rocina 25 Kg - 15 ft chain, 100 ft rode

  * Secondary – CQR 45 LB - 150 ft chain

- Lofrans Project 1000 electric windlass

- Chain well (forward cabin access)

- Washdown spigot

- Propane locker

- 2 Two Lewmar 48 2-Speed self-tailing winches

- 2 Lewmar 30 2-Speed self-tailing winches

- 1 Lewmar 8 winch

- Winch handles

- 2 Foresail lead tracks; port & starboard

- 2 Garheuer check blocks

- 5 Opening hatches with screens

- 11 Opening portlights with screens

- Stainless steel bow pulpit and stern rails, connected by double life lines with port & starboard gates forward

 of cockpit and at the stern

- Swim ladder

- Tender davit system, stern mounted; NOTE: PICTURED TENDER DOES NOT CONVEY WITH THE YACHT.

- Magma handrail mounted BBQ grill

- 6 Cleats; 2 at bow, 2 midship/track mounted, 2 at stern

- Navigation lights

- Fuel & water fills, holding tank pump-out port

- Dock lines

ISLAND PACKET 380 – PRIORITY – ELECTRONICS

- Furuno Radar with Furuno Multifunction Display; model DRS2D

- Raymarine ST6001+ Autopilot

- 4 Raymarine multi-function displays

- Standard Horizon Matrix AIS/GPS VHF Radio, with helm repeater

- Sony marine sound system control panel, with helm repeater; MP3 WMA ACC

- GPS antenna

- Sirius XM antenna

ISLAND PACKET 380 – PRIORITY – ELECTRICAL

- 12 VDC electrical system panel

- 120 VAC electrical system panel

- Fisher Panda Generator; 4 kw

- Generator control panel

- Generator switch

- Generator/Shore Power/Inverter switching panel

- 2 Solbain high output solar panels, 118 watt; model SP 118-Q.JB

- 2 Vitron Solar Controllers, 75v max input, 15 amp max output; model MPPT 75/15- Victron Energy Blue Power

 solar control panel

- Watt Wizard, programmable digital display; model C401

- Victron Energy Blue Power MultiPlus battery charger-inverter; 12 volt/3000va/120amp

- Xantrex Inverter remote switch

- Batteris:

  * House Bank: 4 Intimidator Marine/RV AGM Extended Life batteries; 12 vdc; 1000 MCA, 800 CCA;

 105 AH @ 20Hr; model BA31DTM

  * Cranking Battery: Precision Marine Batteries Marine Starting Battery; 12 vdc; 1000 MCA, 800 CCA

- Windlass/Thruster CRT Switch

- USB Charing receptacle

- 12 vdc receptacle

- 120 vac outlets

- 12 vdc lighting throughout vessel

- 30 Amp shore power receptacle

- 30 Amp shore power cable

ISLAND PACKET 380 – PRIORITY – MECHANICAL

- Yanmar 56 hp 4 cylinder auxiliary diesel engine, fresh water cooled

  * Model 4JH3E

  * Hours: 2850

- 2 Parker Racor fuel filter/water separators

- 5 Raw water strainers

- House water filtration system

- Vetus 150 mm, 55 kgf bow thruster

- Marine Air Systems reverse cycle air conditioning unit

- Spectra Watermachines reverse osmosis watermaker system

- Jabsco PAR-MAX4 house water system pump; model 31620-0092

- Jabsco electric bilge pump; model 37202-0000

- Whale Gusher Manual bilge pump

- Jabsco Macerator self priming waste pump, 4.3 GPM; model 18590-2092

- Waeco-Alder/Barbour Refrigerator unit

- Saward recreational vehicle water heater, 11 gal., 120 vac, engine heat exchanger; model S-1100

- Sealed shower sump pump system

ISLAND PACKET 380 – PRIORITY – SAFETY

- 2 Kiddie dry chemical fire extinguisher; Type B:C Size 1

- Kidde Fyrnetics fire extinguisher; Classification 2-A:10-B-C, Marine Type B:C Size II; model Pro Plus 15.5HM

- Emergency tiller

ISLAND PACKET 380 – PRIORITY – TENDER

The pictured tender does not convey with the yacht.

The company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change or withdrawal without notice.

• Engine Make: Yanmar 4JH2BE
• Engine Model: Yanmar 4JH2BE
• Engine Year: 2000
• Engine Type: Inboard
• Drive Type:
• Power HP: 50.00

Click any image to view enlarged version. Swipe enlarged image to see additional enlarged images.

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Bluewater Sailboat – Island Packet 380

The Island Packet 380 is a wonderful example of the well-known brand. The Island Packets are nothing if not striking with their white color and lofty, rounded coachroof. They are popular for blue-water travelling across the pond and were designed and constructed in Florida, while some have moved to colder climates.

Island Packet has a devoted following that it has attained by fusing a production philosophy that practically places it in a class by itself with honest and visible production quality. Despite what you might believe, IP is “pushing the envelope” in a number of ways, as the new Island Packet 380 demonstrates.

True cutter, the 380. There is plenty of space in the foretriangle to carry two headsails because the mast is located rather far back in the boat. A Garry Hoyt-style club that combines auto-vanging and self-tacking is used to rig the high-clewed staysail. For this kind of boat, the SA/D of 18.6 is really good.

IPs are always attractive. There is just enough teak trim to give the house a polished, yacht-like appearance without putting the owner under too much maintenance. Johnson demonstrates in this new model that he takes performance seriously while adhering to his overarching design philosophy.

Looking for a used sailboat for sale? Check out the bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

• LOA 39’7″
• LWL 32′
• Beam 13’2″
• Draft 4’7″;
• Displacement 21,000 lbs.
• Ballast 9,000 lbs.
• Sail Area 885 sq. ft.
• Auxiliary 50-horsepower diesel
• Fuel 80 gals.
• Water 170 gals

The Island Packet narrative stands out. Island Packet entered the market and rose to prominence in just 26 years, making it one of the most reputable names in cruising yachts. The beginning of Island Packet marked the beginning and conclusion of two dreams. Bob Johnson, a naval architect, was hoping to launch his own business after The Bombay Trading Company closed its doors. Bob believed there was a market for a genuine cruising bluewater sailboat rather than just another racer/cruiser compromise that so many builders were putting out. He had worked on the design and production teams of both Endeavour and Irwin.

Bob was able to start his business affordably thanks to the availability of the 26 foot Bombay Express’s little worn moulds. With some minor alterations, including a masthead rig with a staysail, a little more freeboard, and a new keel shape that would eventually become the Full Foil Keel, Bob ventured off on his own with borrowed money.

Bob came up with the Full Foil Keel as a solution to a then-current issue. How to improve the performance and agility of a typical wine-glass-shaped full keel while maintaining its excellent seakeeping and safety features.

Bob took the modern “U”-shaped performance underbody of the fin keel boats of the day and took its fin keel shape and essentially “shortened and stretched it lengthwise,” giving it a longer cord length with less draught. This was done because he did not want to give up on the advantages of a shoal draught. The classic full keel’s smooth ride, tracking ability, and lateral surface area for maintaining windward ability were all retained. Even better, the advantages of the shielded propeller were acquired while the manoeuvrability was improved over the classic designs thanks to the balanced spade-hung rudder protected by the keel.

Bob’s new business, Traditional Watercraft, Inc., unveiled the first boat under the name “Island Packet,” a modest 26-foot pocket cruiser with a swing keel, a barn door rudder, and a sprightly demeanour. The year was 1979, hardly the best for starting a new business, but there was a market for the “Island Packet,” and Bob marketed the yachts from his kitchen phone while outsourcing the majority of the production to a nearby sailboat builder. From a basic hull and deck for those who wanted a kit boat to a finished yacht that was ready for an afternoon sail, the company built the “Island Packet” to various stages of completion. The boat performed as expected in terms of sailing and sales.

The Island Packet 380 is a wonderful example of the well-known brand. The Island Packets are nothing if not striking with their white color and lofty, rounded coachroof. They are popular for blue-water travelling across the pond and were designed and constructed in Florida, while some have moved to colder climates.  In 1979, the first Island Packet was constructed. It was a 26-foot bluewater sailboat with a cutter rig, long keel, and 10 feet of beam, designed by Bob Johnson!

The shipyard quickly established a reputation for manufacturing well-designed, roomy cruising yachts. Safety and stability were prioritized throughout the design process.  Twenty years later, the Island Packet 380 appeared. It was an extremely popular model, with 169 being constructed between 1998 and 2004. The boat’s size seemed to overwhelm the nearby Sigma 38 at first glance.

She is nearly a metre longer than her 38-foot title would imply due to the bow platform and davits, and with a 4-meter beam, she significantly outweighs her competitors. A yacht with a sizable internal volume is the end result. But unlike other boats of this size, she has a corresponding undersea profile.  There is a lot more going on below the surface than is apparent, according to Johnson’s “full foil” keel. The bulkheads, structural webbings, and several of the bunks and chairs are attached to the hull to increase strength. A structural “pan” serves as the sole. Compared to the “tray” style construction used in many manufacturing boats, it requires more labor, but the end product is a considerably stronger structure.

The headliner is made of a single, long-lasting, and simple-to-maintain moulding. Additionally, it indicates that the deck’s underside is well-insulated and that the only condensation on the ship’s surfaces during chilly nights is on the hatches and portholes.  The portlights provide a glimpse into Island Packet’s guiding principles.

Two threaded lock nuts on the stainless steel frame seal them shut, while a strategically placed hook in the moulding above keeps them open. They don’t have plastic catches or friction hinges, so they are simple, durable, and useful.

Although it’s a shame it doesn’t have a fiddle, the fold-up table is adaptable and frees up a lot of floor room when you need to get the tools out or for early yoga practises.

The seating in the saloon is maximized by a small, aft-facing chart table, but it is impracticable at sea because it lacks a back rest and anything to prevent the charts from slipping off the top. It’s an odd mistake in an otherwise well-designed interior.

Each of the five mooring cleats has a steel chafe shield to protect the teak toerail underneath. There are five mooring cleats on each side. Although the low-profile toerail is elegant, an ocean-going yacht need a stronger bracing. On the side decks, the high coachroof’s strong railing provides a high level of security.  Underneath, there is ample ventilation thanks to four full-size dorades with storm blanks, and space is available for a liferaft or a rolled-up dinghy under the boom.  The pushpit is reached by carrying the cockpit all the way aft. In lower latitudes when you spend more time outdoors, a large space is ideal, but when you’re wearing heels, it feels especially broad.

Under the pilot seats, there are two enormous lockers, and there is enough for a generator beneath the sole of the cockpit. Getting on and off the transom is made simple with a split backstay and a little sugar scoop.

Since the wheel is relatively tiny and the sprayhood must be broad to accommodate the large coachroof, forward visibility is constrained. It would have been simpler to steer and look around the side of the sprayhood with a larger wheel. However, it does imply that when berthed stern-to, there is decent access.  Because of her volume, she can easily accommodate davits and solar panels and manage all of the cruising equipment. A strong GRP moulding that can be put into place to hold the washboards below the companionway hatch.

You can come across green water before reaching your blue-water cruising grounds, which is a comforting element of an ocean sailing yacht. Another design element that places safety above sportiness is the short traveller that is located forward of the companionway.

Island Packet takes great pride in their high standards of construction. The hull is made of solid laminate, which weighs more than a hull with a core but allows for simple repair of damage. Below the waterline, the patented Polyclad 2 gelcoat technology is said to provide greater osmosis protection, and above the waterline, Durashield provides a high-gloss finish.  The deck and hull are both made of a single moulding and are fastened together with bolts and glue. Polycore, which is intended to be resistant to decay, is used to core the deck.

The single spreader rig is supported with forward and aft lowers, and the cap shrouds are terminated to three distinct chain plates, which are another illustration of a sturdy design. A belts and braces approach is used to weld and brace the individual chain plates with a framework that locks into the hull to deck junction before being glassed to the hull.

The Island Packet 380, however, gains her lovers below decks.  The tall coachroof creates an unmatched sense of space that makes the bluewater sailboat feel more like a 42-footer. The saloon has plenty of natural light and is spacious and cheerful. The solid teak joinery and GRP mouldings are combined to provide the impression of outstanding quality without making them unduly expensive.

But for many, the spacious U-shaped galley makes up for any drawbacks. A double sink, loads of locker room, and a large surface area for food preparation make this a terrific place. The top-loading refrigerator and freezer are larger than the cockpit lockers on most yachts.

A wonderful feature for a liveaboard is the spacious master stateroom in the forepeak with an island bed that enables you to get up in the middle of the night without waking the other person. The front cabin and the saloon both have access doors, and the heads is also quite large. However, it would be wonderful to have some form of hanging rail or wet-locker setup, especially in the colder, wetter climate.

Additionally, the rear cabin is a roomy double that runs amidships. Excellent access is available to the gearbox, stern gland, and back of the engine from underneath it. Access panels are also present on the front and sides of the engine box. However, it appeared that taking apart some of the woodwork would be necessary to completely remove the engine.

The lodging options emphasise what you don’t see just as much as what you see. The storage capacity in the deep bilges is carefully divided into compartments, and it extends well below the waterline. The Island Packet 380 gives more than a passing reference to the tradition of the Packet boats of the 18th and 19th centuries, which were initially built to transport freight, people, and mail up and down the coast.

Performance

Although she is more stable thanks to the long keel than a fin-keeled boat, she is difficult to manoeuvre in severe gusts. Although the 56hp Yanmar is substantial for a boat of her displacement, the enormous wetted surface area and drag from the superstructure meant that she needed to turn the engine at 2,500 rpm in order to reach 6 knots in calm weather, which doesn’t offer much headroom for windy circumstances. She did follow her rudder in astern with a little assistance from the bow-thruster, however she is slow to react to helm commands.  Steerage in reverse is a privilege, not a right, and it can be revoked at any time, as is the case with the majority of long-keeled boats.

She doesn’t need more sail area because the mainsail and fore triangle alone account for 16% of the sail area/displacement ratio. It increases to 18% if you include the staysail and an overlapping genoa. Given her 1.4m draught and headsail track on the toerail, it is clear from away that she wasn’t built to be close-winded.  She enjoys being sailed “full and by,” per the guidebook. She made a pleasant 5.5–6 knots upwind in a Force 4 and higher at apparent wind angles of 50–55°. Better performance would have been achieved with a slab reefing main instead of in-mast furling and some fresh new sails.  Because the self-tacking staysail sheets are closer to the centerline, you may obtain superior tacking angles in stronger winds. Off the wind, in blustery Force 6, it can reach along at 6.5-7 knots, but above that, there is a law of diminishing returns.

She is outstanding in light winds though, managing 3.5–4 knots in a 6–8 knot breeze, which is helpful on lengthy passages where you don’t want to reach for the throttle every time the wind dies down. She maintains a low heel angle due to the ample form stability provided by her beam. In windy situations, she is also forgiving and adequately ballasted. Even when a 30-knot gale struck, the huge rudder held onto the water and never threatened to round up.

It is simple to balance the sail plan with in-mast furling to reduce weather helm. Although she will never point like a Sigma 38 and must be sailed as such, leaving more room for lee coastlines, blue-water sailing is best left to tortoises rather than hares.  The Island Packet 380 is incredibly well suited for sailing in trade winds, visiting shallow atolls, and spending extended amounts of time at sea. These days, it’s fashionable to combine deep fin keels and flat, racy bottoms with big volume interiors. It’s a beguiling combination of comfort and performance, but like with many good cocktails, the innocent first impression can give you a headache offshore.

Not this boat though; it is blatantly reasonable, seaworthy, and safe. The Island Packet 380 is a Marmite type of boat, but whether you love it or hate it, there are many things about the design to adore, not the least of which is that it doesn’t attempt to be anything it’s not.

Quick Notes

The windage is the opposite of this. When davits and solar panels are added, the sprayhood is difficult to fold down, and she is difficult to manoeuvre in small locations.

While the off-white/cream hull moulding on these vessels is distinctive and appealing, it can be challenging for yards to color match when damaged. When observing, pay close attention for places that need repair. The hull’s strength is undeniably trustworthy, whether against rocks or quay sides, and the boat has unexpectedly successfully withstood the rigours.

With Island Packet 380, water can enter the keel void with ease and soften the lean sand and cement mixture used to surround the lead ingots. It has been incredibly difficult and expensive to resolve each of these issues.

Teak cappings on the boat should be protected before liftout to prevent damage. To prevent the strops from lifting the cappings off under weight, make some carpeted blocks and lay them below the strakes.

The security of her deck fittings, as well as moisture in the deck core around fittings, especially around winches and portlights, should all be taken into consideration. Finally, be wary of the skeg fitting fastenings that can weep into the keel void.

Now you can also precisely calculate the expenses related to boat ownership so that you can make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

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• Sailboat Reviews

PS Boat Review: Island Packet Estero

Island packet’s new shoal-draft cruising sailboat keeps it simple..

Photos by Billy Black

Florida-based Island Packet targets a relatively narrow niche, so the toughest competitors to its new boats are often older Island Packets. Introduced in 2010, the 36-foot shoal draft Estero is the company’s latest attempt to introduce a distinctive model that doesn’t stray too far from the company’s proven formula for success: moderate displacement, full-keel cruisers designed to be lived on, sailed far and in comfort, and endure the bumps, scrapes, and storms that cruising boats inevitably encounter.

Like every new Island Packet, the Estero emerged from the drawing board of founder, owner, CEO and chief designer Robert “Bob” Johnson. A graduate of Massachusetts Institute of Technology with a masters in naval architecture and marine engineering, Johnson worked for McDonell Douglas for two years on ballistic missiles, dabbled in high-tech (for that era) surfboards, then followed his boat dreams to southwest Florida in 1974. He ran the Irwin Yachts plant for production-boatbuilding pioneer Ted Irwin, and then moved onto Endeavour. Johnson designs from that era include the Stamas 44, Endeavour 43, and the Endeavour 40.

Opportunity knocked in 1979, when Johnson turned the liquidated molds for the 26-foot Bombay Express into the Island Packet 26, a catboat-like center-boarder that quickly found a niche. The IP 26 eventually became the full-keel IP 27, which enjoyed a run of 249 hulls between 1984 and 1992. Island Packet has unveiled 24 new Johnson designs during the past three decades. With a few exceptions—the Packet Cat catamaran, the Packet Express powerboat, and the recently introduced 42-foot motorsailer, the SP Cruiser—the line is dominated by full-keel auxiliary sailboats sharing the same basic traits: a U-shaped hull, Johnson’s patented “full-foil” keel, conservative ballast displacement ratio, low aspect rig, and roomy interiors with an emphasis on cruising. Details oriented toward longer-term cruising such as storage space and tankage are an Island Packet strong point.

Currently, Island Packet produces seven boats, ranging from the Estero to the 48-foot flagship, the IP 485. The company’s cult-like following, worldwide dealer network, and the popularity of the SP Cruiser have helped keep the factory operating four days a week through the recent downturn.

courtesy of Island Packet

In many ways, the Estero represents a return to Island Packet’s roots. The shoal draft and flat stern bring to mind boats like the Island Packet 31 (launched in 1983), which had a flat transom and appealed to gunkholers with a centerboard version. All of Island Packet’s mid-range cruisers have a relatively shallow draft, but the Estero’s four-foot draft opens up Carolina backwaters and Florida canals where other Island Packet owners will have to play the tides.

Apart from the keel-haircut, the hull profile is otherwise consistent with Johnson’s previous designs. Johnson is tall, so all of his boats carry plenty of headroom. The high freeboard and lack of any long windows to interrupt the expanse of buff-colored gelcoat make the deckhouse appear higher than it is, but the bowsprit, opening ports, and spring in the shear-line present the intended overall look of a classic, salty cruiser.

One traditional element missing from the Estero found on previous Island Packet designs is the traditional teak caprail—a signature feature for more than 30 years. This offers welcome relief from annual maintenance, although some old salts will no doubt miss the aesthetic appeal.

The boat’s length-to-beam ratio of 2.95 is also in keeping with Johnson’s previous designs, as is the conservative ballast displacement ratio of 40 percent. Comfort in a seaway—like seaworthiness itself—is difficult to quantify, but the boat’s motion-comfort ratio (a calculation introduced by designer Ted Brewer) of 31 puts it not far below that of the Island Packet 370, which has a longer waterline and an additional 5,000 pounds of displacement.

Johnson, who represented the National Marine Manufacturers Association on the Conformité Européenne (CE) committee that helped establish the ratings categories for sailboats (Category A for Ocean, Category B for Offshore, etc.), is keenly aware of the importance of stability, scan’tlings, and resistance to down-flooding in a boat that is to be sailed on oceans. His boats’ solid fiberglass laminate schedule, high freeboard, and conservative ballast-displacement ratios reflect his philosophy on these matters. All Island Packet yachts meet CE Category Standard A for Ocean, “designed for extended voyages where conditions may exceed wind force 8 (Beaufort scale) and significant wave heights of 4 meters and above but excluding abnormal conditions, and vessels largely self-sufficient.” Although PS does not regard the CE Category A to be an automatic stamp of approval of ocean voyaging, we do believe that Island Packets more closely approach our ideal of a cruising boat than some other boats that bear the same rating.

In the endless quest to turn a 36-foot boat into a comfortable second home, and still provide secure and comfortable berths while the boat is underway, the Estero takes a most radical step by placing the main social area forward of the mast. (The new IP 360 features the conventional V-berth/main saloon layout on the same hull.)

Boats with forward main saloons are by no means original, but they remain very rare birds. Perhaps the most familiar contemporary cruisers with this feature are those of the Gozzard line, which dedicate the space forward of the mast to a spacious sitting/dining area that easily converts to a queen-size berth. In the Gozzard version, the berth conversion can be a semi-permanent setup, because even the smallest Gozzard 37 has an alternate dining nook near the galley.

The Estero’s forward saloon is principally a social/dining area. With the drop-leaf table down, there’s comfortable seating for two couples. With the dining table up it could seat a family of four, and squeeze in a couple of guests, as needed. The table pivots, making it easy to slide in and out of the seats. Throw down sheets and pillows, and the two settees make comfortable berths.

Conversion to the larger berth is more complicated than it should be, considering the premium, well-ventilated sleeping space the saloon occupies. It requires two people (one on their hands and knees fiddling with a troublesome support pole) and optional filler cushions. And once it is set up for sleeping, there is no place to dine belowdecks. With room for four (friendly, we presume) adults and a passel of kids, it is the proverbial feather bed, but the conversion could be easier.

Just aft of the mast and to port is the U-shaped galley. The galley placement is probably the biggest advantage of this layout compared with other boats in this size. Instead of being tucked into an aft corner or in the line of traffic, the galley is set near the fore-and-aft center of the boat, with a hatch overhead and opening portlights for ventilation and a view. The galley covers all the essentials such as counter space, cupboards, and deep well-insulated fridge-freezer systems, but we were disappointed in the shallow, 6-inch-deep sinks—unusual for Island Packet.

Johnson stands 6-feet, 3-inches tall, so his interior designs are sensitive to a tall person’s needs. Just opposite the galley is a super-sized head featuring a bench seat in the separate shower stall.

The owner’s stateroom, located aft and to port, has 6-foot, 4-inches standing headroom, with a cutout in the berth for sitting or getting dressed. A hanging locker, bureau, and full-length mirror add homey touches. A 9-inch overhead hatch and opening portlight offer ventilation, although the hatch won’t allow much breeze if the boat is fitted with a dodger. Our test boat was fitted with a single, full-sized inner spring mattress. We would ask for a folding or two-piece mattress here to simplify access to the storage below, as well as access to the stern gland and stuffing box.

Opposite the owner’s cabin is the nav station with a fold-down chart table and a roomy pilot berth. This area could also be used for storage of larger items like sails, cushions, or guitars.

For the past 30 years, the standard Island Packet sail plan has been a cutter rig, featuring a high-cut foresail and a furling working staysail that sets on a Hoyt boom. While a deck-sweeping, club-footed staysail gobbles up foredeck space and leaves remarkable shin bruises, Island Packet owners praise the arrangement for balancing the helm and running wing-and-wing. The Hoyt boom has the added advantage of being self-vanging, keeping the leach clew from lifting as the sheet is eased.

The Estero breaks away from the cutter tradition (although its sistership, the soon-to-debut IP 360 brings it back). The Estero’s working staysail is eliminated, and a foresail sets from a Hoyt boom fixed just forward of the stem on the bowsprit. In this way, both the jib and the main are self-tacking, so working to windward is as easy as turning the wheel. The arrangement also allows for tight sheeting angles.

Although conventional mainsails with lazy jacks were the standard on earlier Island Packets, the company has seen a clear trend toward in-mast furling. According to Bill Bolin, vice president of sales and marketing at Island Packet, the company has sold few, if any, boats with conventional full-battened mainsails in the past eight years. PS generally prefers conventional mainsails for voyaging in boats this size, but if you plan to do a lot of short coastal hops, the in-mast Sparcraft mainsail furler can make life easier, allowing you to set, reef, and furl both sails from the cockpit.

The mainsail and jib halyards are led to dedicated Lewmar Ocean Series 16C two-speed winches on the mast; this reduces clutter at the cabin and makes sense for cruising boats with a furling mainsail. The mainsail roller-furling control line, jib sheet, and spare mainsail halyard lead aft through stoppers to the Ocean Series 30CT two-speed self-tailing winch on the portside of the companionway. The mainsheet and boom-vang lead through a stopper and matching winch on the starboard side of the companionway.

Those accustomed to contemporary sloops will be surprised to find that the only sail control line within easy grasp of the helmsman is the jib furling line, which is on 16CT Lewmar on the starboard coaming. Because the mainsail and jib set on self-tacking booms, the arrangement is not as inconvenient it would seem. Leading the mainsail traveler lines (fixed in cam cleats) aft allows limited sail control from the helm. A port coaming winch will be missed when you want to kedge off a shoal, or when trying to warp the stern to port.

The 7-foot-long cockpit seats offer plenty of room to stretch out. A large starboard locker offers room enough for two folding bikes and more; a port tray keep small items accessible. Liner bins in the coamings keep the deck clear of running rigging. The emergency tiller has a dedicated spot in the starboard locker.

Visibility is excellent, and the twin 2-inch cockpit drains and high bridgedeck deal with any boarding waves. Drop boards are solid hardwood. Comfortable platform seats are integrated into the stern rail.

The boat we test-sailed had an optional stern swim platform. By eliminating the sugar-scoop transom/swim platform on other Island Packets, the Estero benefits from more usable interior space, a larger cockpit, and more cockpit storage space. A boarding ladder is accessible from the water for emergency reboarding. One drawback to this design is the inevitable “slap” that will accompany pitching at anchor. According to Johnson, the platform is elevated high enough (24-inches above displacement waterline) so that slapping at anchor or added drag underway is unlikely.

“This is an immensely strong installation typical of our approach to all structural components on an IP,” Johnson said. “(It) has been validated over a number of years . . . by other IPs that have this identical installation.”

A high coaming and wide passage forward leads to the foredeck where a deep locker with an aft-opening Lewmar hatch seals a deep anchor well. The divided well swallows up chain and fenders and drains into the bilge through a watertight bulkhead that seals the locker off from the rest of the boat. An optional VRC 1250 Muir windlass, single bow roller, and chain stopper handled anchoring duties on our boat.

except where noted.

Johnson brings his engineering expertise to bear on the Estero’s mechanical systems. The conventional drive train is the most sensible choice for long-term cruising. The solid Edson CD-I geared rack-and-pinion steering is well adapted to belowdecks autopilot. The propeller and rudder skeg are protected by a long “shoe” extending from the keel to the skeg.

Twin lead-acid house batteries and a dedicated engine battery serve electrical storage needs. Pre-tinned, labeled wiring meets American Boat and Yacht Council (ABYC) standards. A Charles 5000 series three-stage temperature-compensated charger with a galvanic isolator protect the electrical system and ensure it is well charged at the dock.

The 60-gallon fuel tank is made of heavy-gauge, marine-grade aluminum (5052-H32), while the freshwater (120 gallon) and holding tanks (35 gallon) are located below the cabin sole and made of fiberglass. All through-hulls are bronze and through bolted to flanged seacocks.

Cables for the anchor windlass and bow thruster are pre-wired. The LPG system meets ABYC standards with a self-draining locker and shut-off valve in the galley. LED lighting is an option. The bow thruster, located under the main-saloon settee, had tighter all-around clearances than installations we’ve seen on other boats with big V-berths.

Performance

By contemporary fin-keel standards, the sailing performance of the Estero is unimpressive, but Island Packet owners aren’t the kind that go looking for the extra 5 percent of hull speed and the Estero isn’t meant to be a Wednesday-night racer.

Our test boat was provided by Ed Massey of Massey Yacht Sales and Services, and the test sail took place within sight of Massey’s Bradenton dealership on the Bradenton River, Fla., in squally weather, with light gusty winds from the east between 8 to 12 knots, with gusts to 14 knots.

At 2,400 rpm, the Yanmar 40-horsepower engine with a big 17-inch, three-bladed prop pushed the boat at 6.6 knots. At wide-open throttle, 3,400 rpm, the average speed was 7.3 knots. The higher RPM is clearly not an efficient motoring speed, but testing it confirmed that reserve horsepower is available if needed. Unlike flat-bottomed fin-keel boats, the Estero’s hull speed is tightly constrained by its waterline length. At the lower cruising speed, we registered 79 decibels in the center of the main saloon and a quiet 74 decibels in the cockpit with the companionway open. Vibration at the higher RPM raised the main saloon volume to 83 decibels. (Conversation is about 60-70 decibels.)

Under power, the Estero embodies the typical tradeoffs of a full keel. The full keel’s tracking ability—so helpful on long passages—becomes a handicap in close-quarter maneuvering. The lateral resistance lengthens turning radii, and when backing, the boat has a stronger tendency to “walk” in the direction of the prop rotation. Our test boat was equipped with a $6,000 Vetus bow thruster that took the drama out of docking and maneuvering at slow speeds. A good skipper will soon become accustomed to the Estero’s idiosyncrasies under power and learn to use prop-wash and spring lines to his advantage, but full-keel novices will appreciate the bow thruster.

Like her cutter-rigged cousins in the Island Packet line, the Estero is happiest on a reach. Broad reaching with the apparent wind at 135 degrees, the boat balanced well, but averaged only 4 knots speed over ground in about 9 knots of apparent wind—suggesting an asymmetrical spinnaker would be a wise addition in light-wind areas. On a beam reach in 9 knots apparent, average speeds were about 5.5 knots. The best sustained speed during our test was 6.3 knots, with the apparent wind at about 10 knots and 110 degrees.

Any shoal-draft boat must sacrifice windward performance, and the Estero is no exception. The Estero’s tight sheeting angles and foil-shaped full keel help add lift, but the windward performance is still held back by the increased skin drag and low-aspect keel.

The course made good on our test sail fell below fin-keeler standards, but it was comparable to that of similar boats we have sailed. The best sustained speed close reaching was 5.7 knots, and the boat tacked through 100 degrees, including leeway. (For a stark comparison, the lightweight J/95 daysailer, drawing 3 feet with its board retracted, tacked through 92 degrees in similar conditions.)

The Estero doesn’t like to be pinched, and it will quickly let you know when the main is over-trimmed with an insistent weather helm. Like many full-keelers with low-aspect rudders, too much helm will stall the boat. It responds slowly but positively to the helm, and it is slow to pick up speed. We would not characterize the Estero as exciting in light winds, but in breezier areas, the boat’s ability to keep her feet and to shoulder aside chop will be appreciated.

The Estero will appeal strongest to Island Packet fans who’ve been waiting for a shoal-draft, easy-to-sail boat that compares to the IP37 in terms of interior space. These strengths will be most apparent on intracoastal or riverine adventures like the Great Loop.

The novel changes aren’t suited for everyone. Those who cruise warm climates in summer, for example, will miss the large overhead hatch of a V-berth. The self-tending headsail will please sailors who prefer a relaxing bay sail or motor-sail to winch-grinding and close-hauled excitement.

The list price of $350,000 seems steep when you see IP37s going for less than half that, but Island Packet offers a generous 10-year warranty on both the hull and deck, and a three-year stem-to-stern warranty. Past owners have done fairly well sailing their boat for a couple of years and then trading up or selling for close to purchasing price, while the boat is still covered under warranty.

For those who like the shoal-draft concept but would prefer a conventional layout, the cutter-rigged IP360, with 130 square feet of additional sail area, fits the bill. While we see a niche for the Estero, we expect the IP360 will be a more popular design.

• Estero’s solid FRP hull, balsa-free deck is built to last

• Island Packet

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Check out Moscow’s NEW electric river trams (PHOTOS)

Water transportation has become another sector for the eco-friendly improvements the Moscow government is implementing. And it means business. On July 15, 2021, on the dock of Moscow’s ‘Zaryadye’ park, mayor Sergey Sobyanin was shown the first model of the upcoming river cruise boat.

The model of the electrical boat with panoramic windows measures 22 meters in length. The river tram - as Muscovites call them - has a passenger capacity of 42, including two disabled seats. The trams will also get cutting edge info panels, USB docking stations, Wi-Fi, spaces for scooters and bicycles, as well as chairs and desks for working on the go. The boats will be available all year round, according to ‘Mosgortrans’, the regional transport agency. 

Passengers will be able to pay with their ‘Troika’ public transport card, credit cards or bank cards. 

The main clientele targeted are people living in Moscow’s river districts - the upcoming trams will shorten their travel time in comparison to buses and other transportation by five times, Mosgortrans stated. 

As the river trams are being rolled out, Moscow docks will also see mini-stations, some of which will also be outfitted with charging docks for speed-charging the boats.  

Moscow is set to announce the start of the tender for construction and supply in September 2021. The first trams are scheduled to launch in June 2022 on two routes - from Kievskaya Station, through Moscow City, into Fili; and from ZIL to Pechatniki. 

“Two full-scale routes will be created in 2022-2023, serviced by 20 river trams and a number of river stations. We’ll continue to develop them further if they prove to be popular with the citizens,” the Moscow mayor said .

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Shooter Files by f.d. walker

Street Photography Tips, Interaction, Travel, Guides

Apr 24 2017

City Street Guides by f.d. walker: A Street Photography Guide to Moscow, Russia

*A series of guides on shooting Street Photography in cities around the world. Find the best spots to shoot, things to capture, street walks, street tips, safety concerns, and more for cities around the world. I have personally researched, explored and shot Street Photography in every city that I create a guide for. So you can be ready to capture the streets as soon as you step outside with your camera!

At over 12 million people, Moscow is the largest city in Russia and second largest in Europe by population ( Istanbul is #1). An urban, cosmopolitan metropolis with more than enough glitz and glam to cater to the elite, but without losing its fair share of Soviet era roughness around the edges. It can be fast paced, brash, busy, and trendy like other big cities, but it has its blend of West meets Russia atmosphere and beauty that provides plenty of unique interest. The Red Square is as famous as it gets, but there’s so much more to this city, including the most beautiful subway system you’ve ever seen. It would take years to capture all of Moscow, but that means you have an endless amount of areas to discover.

So here’s a Street Photography guide so you can be ready to capture all that Moscow has to offer before you even arrive!

• Patriarch’s Pond
• Old Arbat Street
• Maroseyka Street
• Tverskoy Boulevard

Top 5 Street Spots:

1. red square.

The Red Square is the most famous square in not just Russia, but all of Eastern Europe. The name actually doesn’t come from the color of the bricks or communism, but from the name in Russian, Krásnaya, once meaning “beautiful” before its meaning changed to “red.” This large plaza is what you see on the cover of guide books and magazines for Moscow, with St. Basil’s Cathedral being the center piece next to Lenin’s Mausoleum surrounded by the Kremlin Wall. Of course, the Red Square attracts hordes of tourist due to the main attractions, but all that activity around an interesting atmosphere does provide street photo opportunities. It’s also the central square connecting to the city’s major streets, providing a good starting point to explore outward.

You’ll also find the popular pedestrian only Nikolskaya Street connecting the Red Square to Lubyanka Square. This line of expensive shops includes plenty of activity, while also leading you to another popular square. Filled with history rivaling any city, the Red Square and surrounding areas are the heart and soul of Russia.

2. Patriarch’s Ponds

Patriarch’s Ponds is one of the most exclusive neighborhoods in Moscow. Despite the name being plural, there’s only one large pond, but it’s worth a visit with your camera. It’s a popular spot for locals and expats to come relax or take a stroll around the pond. You get an interesting mix of young and old too, from young love to “babushkas” feeding pigeons. It’s a very peaceful park atmosphere in one of the nicer areas within the city center, while bringing enough activity for street photography. 

The pond is shallow and in the winter becomes a popular spot for ice-skating too. The area is also well-known for the location in the famous Russian novel, The Master and Margarita. 

3. Old Arbat (Stary Arbat)

Old Arbat is the most famous pedestrian street in Moscow, and dating back to the 15th century, also one of its oldest. Originally, it was an area of trade, but soon became the most prestigious residential area in Moscow. During the 18th century, Arbat started attracting the city’s scholars and artists, including Alexander Pushkin. Cafes lined the streets and impressive homes filled the neighborhood. Since then, New Arbat street was created as a highway in the area, while Old Arbat was paved for a 1km pedestrian only walkway.

Due to the historic buildings, famous artists that lived here, and the bohemian atmosphere, Old Arbat has become a big attraction for tourists today. Now, there’s a mix of cafes, restaurants, souvenir shops, street performers, street merchants and other attractions for visitors, and some locals, to come enjoy. It can get really busy here and there’s usually something interesting going on so it’s a good street to come walk with your camera for guaranteed life.

4. Gorky Park

One of the most famous places in Moscow is Gorky Park. The official name is Maxim Gorky’s Central Park of Culture & Leisure, which gives you an idea of what goes on here. When built, it was the first of its kind in the Soviet Union. Divided into two parts, it stretches along Moscow River. One end contains fair rides, foods stands, tennis courts, a sports club, a lake for boat rides, and more. This end brings more active life due to its number of attractions, while the other end is more relaxed, where you’ll find gardens, trees, older buildings, and an outdoor amphitheater.

Gorky Park attracts mostly locals so it’s a good spot to capture the non-tourist side of Moscow life. Muscovites come here to escape the city and unwind in a picturesque setting. The park remains alive outside of the warmer months too, especially when the lake turns into the city’s largest outdoor skating rink. I’d recommend taking the metro out here to spend at least half a day exploring the massive park’s life with your camera.

5. Maroseyka Street

Maroseyka Street is a popular area not too far from the Red Square. The long, winding street turns into Pokrovka and is lined with restaurants, cafes, bars and places to stay. It’s actually where I like to stay when I’m in Moscow due to its location and solid street photography opportunities itself. You have Kitay-gorod station near and if you keep walking southwest, you’ll get to the Red Square. But if you walk northwest, as it changes to Pokrovka, you can find a long street of activity for photography with its own interesting atmosphere.

6. Tverskoy Boulevard

Tverskoy Boulevard is the oldest and longest boulevard in Moscow, beginning at the end of Nikitsky Boulevard, and finishing at Pushkin Square, a spot to come for activity itself. The boulevard is made up of two avenues, with pedestrian walkways in-between. You’ll find grass, shrubbery, trees, benches and more walking it’s almost kilometer length. Many people come here to enjoy some relaxation, walk their dog, or just to use it to walk wherever they’re going. Its center location also provides a nice place to walk with your camera near plenty of other spots you’ll want to check out anyway.

Sample Street Walk:

For a full day of Street Photography, covering some of the best spots, you can follow this sample street walk for Moscow:

• Start your morning walking around the Red Square (1), while exploring the surrounding area, including Nikolskaya Street
• Then walk northwest to Patriarch’s Ponds (2) and slowly walk the pond and surrounding area with your camera
• Next, walk east to the Pushkin Monument and stroll down Tverskoy Boulevard (6)
• Once Tverskoy Boulevard (6) ends, it will turn into Nikitsky Boulevard. Follow this down until you get to the start of Old Arbat Street (3), across from Arbatskaya station
• After you’re done walking down Old Arbat Street (3) for more street photography, spend some time checking out Moscow’s beautiful metro stations
• To finish off the day with more street photography, get off the metro near Red Square (1) again, Maroseyka Street (5) or wherever you’re staying for the night.

3 Things I’ll Remember about Shooting in Moscow:

1. museum metro.

The Moscow metro system was the first underground railway system in the Soviet Union and today includes 203 stations across 340km of routes. The elaborate system has some of the deepest stations in the world too, with escalators that seem to go on forever. None of this is what makes it so special, though. Many of its stations feel like stepping inside a museum, making it without a doubt the most interesting and beautiful metro system I’ve been in.

When built, Stalin wanted to make the metro stations “palaces for the people” with marble, chandeliers, and grand architecture. The best part is the variety of architecture and styles used, making many of the stations a completely different experience visually. You could easily spend a whole day traveling the stations and there are even tours available for people who wish to do just that. My advice, though, would be just to buy a ticket and hop on and off at different stations, while exploring different lines. The museum-like surrounding mixed with the crowds of characters can make for a great photography experience.

Since there are so many stations, here are some of my favorites to check out:

• Novoslobodskaya
• Mayakovskaya
• Elektrozavodskaya
• Komsomolskaya
• Ploschad Revolyutsii
• Dostoyevskaya
• Prospekt Mira

2. Moscow is Big

It’s no secret that Moscow is a big city, but it can feel even bigger with how spread out much of it is. This is especially true if you compare it to cities outside of Asia. If I compared it to cities in Europe, I’d probably say only Istanbul would warrant more time to really discover the depths of this city. Most only explore around the Red Square and surrounding area, but that is such a small part of the city. Although, that central area does give you plenty to see on its own.

Fortunately, I had a good friend living in the city to show me around, but it opened up my eyes even more to how much there is to discover in Moscow. It’s a big city with a variety of atmosphere that can take you from “east” to “west” and trendy to rugged depending on where you go. I’d imagine you’d have to live here a while to really know the city.

3. Cosmopolitan Mix of East meets West

Modern skyscrapers mixed with amazing architecture, a world-class metro system with museum-like beauty, trendy fashion and chic clubs, Moscow is a rich mix of Russian culture and history in a more western cosmopolitan package. There is a push to keep the Russian culture, while also pushing forward with a modern metropolis the whole world will envy. This comes with an impressive skyline, that continues to grow, and endless modernities, but with soviet nostalgia and atmosphere mixed in for good measure.

Mixed in with this grand western cosmopolitan atmosphere, is a strong national pride in Russia. This includes their famous leader, Vladimir Putin. Maybe no other place will you see a country’s leader more often. All over, from the pricey tourist shops to the underground walkway stalls, you’ll find goods with Putin’s likeness covering them. From t-shirts to magnets to Matryoshka dolls. There’s a strong national pride that can be seen around the city, which also extends to their leader. Moscow is many things. It’s East meets West, modernizations meets Soviet era, and a whole lot more.

What To Do For a Street Photography Break?:

Eat at a stolovaya.

Stolovayas are Russian cafeterias that became popular in the Soviet days. You grab a tray and walk down the line of freshly prepared local dishes, and select whatever you want from the chefs. They’re usually inexpensive and a much better value than restaurants, while giving you the opportunity to try from a wide selection of everyday Russian food. They’re also very tasty. I always include some borsch on my tray and go from there. The places themselves are all over Moscow and usually come with Soviet-era aesthetics to complete the experience.

Street Safety Score: 7

*As always, no place is completely safe! So when I talk about safety, I’m speaking in general comparison to other places. Always take precaution, be smart, observe your surroundings and trust your instincts anywhere you go!

Being the 2nd largest city in Europe with over 12 million people, you’re going to have your dangerous areas, but for the most part, it feels safe walking around. Russia is statistically higher in crime compared to most of Europe, but this generally doesn’t apply to tourists and visitors. Around the Red Square and surrounding city center, you should feel completely safe walking around. Pick pocketing can happen, but no more than other touristic places. I always explore Moscow freely without coming across too much to worry about. It’s a spread out city, though, so of course it matters where you are. Just use basic street smarts, know where you are and Moscow shouldn’t give you a problem. 

People’s Reaction Score: 7

Moscow is fast paced, big city life, which usually means people aren’t too concerned with you, or your camera. I don’t find people notice or pay much attention to me when I’m out taking photos in Moscow. For the most part, people just go about their day. You shouldn’t get too many looks or concern. But it can depend on the area you are in. The more you stick out, the more you might get noticed with suspicions. I’ve never had any problems in Moscow, or Russia, but just be careful who you’re taking a photo of if you get out of the city center. Other than that, it’s about average for reactions. 

Street Tips:

Learn the alphabet .

Much of Moscow, including the metro system, doesn’t use english. The Russian alphabet uses letters from the Cyrillic script, which if you aren’t familiar with it and don’t know the sounds, can be hard to decipher the words. This is most important for street names and metro stops when trying to get around. It can save confusion and make it easier getting around if you learn the basic alphabet. At the very least then, you can sound out the words to see which are similar in the english conversion, which can help matching them to maps. When out shooting street photography, getting around is as important as anything. So save yourself some time and frustration by learning the Russian Alphabet.

Use the metro

While Saint-Petersburg feels very walkable for a city its size, Moscow can feel very spread out, even for its bigger size. Outside of the Red Square area, you can have plenty of walking before getting anywhere very interesting, so you’ll need to take the metro a lot if you really want to explore the city. Maps are deceiving here too, it will always be further than it looks.

Another reason it’s less walkable than Saint-Petersburg is its completely different set-up. Moscow’s streets are mostly contstructed in rings with narrow, winding streets in-between. This is common with medieval city cities that used to be confined by walls, but you usually don’t have it in a city this massive. Saint-Petersburg has a more grid-like pattern that also uses the canals to help you know your way around. When it comes to navigating on foot in Moscow, it can be more difficult, so bring a map and take the metro when needed. It’s why Moscow’s metro carries more passengers per day than the London and Paris subways combined.

Explore other areas if you have time

Moscow is really big. While most people stay around the Red Square within the Boulevard Ring, there’s so much more to the city. I covered some other spots outside of this circle, but if you really want to see the city, you’ll need time. If you do have time, some other areas I’d check out first are Zamoskvarechye, along some of the south and western Moscow.

Inspiration:

For some more inspiration, you can look through the Street Photography of Moscow photographer Artem Zhitenev  and check out 33 of my photos taken in Moscow .

Conclusion:

Moscow’s name brings a certain mystique, but once you’re there it might bring a different atmosphere than you expect. It’s big and sprawling, but beautiful in many ways. It can feel like a European capital on a grand scale, but you can definitely find its Russian side in there.

The urban sprawl of Moscow can be intimidating, but give it enough time and you’ll be rewarded with plenty to discover. All with the world’s best metro system to take you around.

I hope this guide can help you start to experience some of what Moscow contains. So grab your camera and capture all that Moscow has to offer for Street Photography!

If you still have any questions about shooting in Moscow, feel free to comment below or email me!

(I want to make these guides as valuable as possible for all of you so add any ideas on improvements, including addition requests, in the comment section!)

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