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WHAT’S HAPPENING to sailboat prices? UPDATED SEPTEMBER 2023.

This article was originally written in 2020. much has changed therefore i’ve added an addendum..

We’ve all been watching it . It is clear that the resale values of used “production” fiberglass sailboats over a length of 20 feet or so are plummeting to new lows. Yet the prices of some smaller sailboats, if new or nearly new, are rising rapidly with inflation. Today you can buy five old 35-foot sailboats for the price of one new 15-to-21 footer. The question is… why?

BACKGROUND: The advent of fiberglass as a means of building sailboats began in the 1960s. Up until that time only fabulously wealthy individuals could afford a yacht. It took many months of work by highly skilled shipbuilders to build just the hull of a wooden sailboat, and this represented only a fraction of the fully completed yacht’ s cost . But fiberglass cut the time to build each part that could come out of a mold – the hull or the deck – to maybe one week for let’s say a 35-footer. And the work could be done by minimum-wage workers who could be trained in a few hours to lay up a fiberglass hull or deck and the other parts. The vastly diminished prices attracted hoards of new owners to the pastime of sailing. And whole new things called “marinas” were built to store them… up until the advent of fiberglass yachts were kept on moorings.

The fiberglass layup process emitted a noxious chemical—styrene—into the atmosphere and the lungs of anyone nearby. But money was being made by the factory owners, the workers had jobs, and fun was being had by a whole new class of boat owners. What has changed today?

Remembering that prices are nothing but the product of the law or supply and demand, here is why a few small, new sailboats have high prices that are going higher, and many larger, old sailboats have prices that are low and going lower.

1. ENVIRONMENTAL CONCERNS. When fiberglass yachts first started to be built it was possible to do what is called “open layup.” The byproducts of curing polyester and vinylester resins simply flashed off into the air and disappeared. Today open layup is only permitted in small shops who squeeze under the radar of OSHA, and rightly so. It is still legally possible to lay up small fiberglass parts in a small shop with no nearby dwellings. But the larger factories that spewed out tens of thousands of affordable yachts and tons of styrene into the air are all gone. Factories that created the thousands of cheap yachts that are now for sale on Craigslist for next to nothing are now fond memories. But thank you PEARSON, O’DAY, CAPE DORY, MORGAN, IRWIN, CATALINA, CAL, SHANNON, SQUADRON, HINCKLEY, MORRIS, ALDEN, FRIENDSHIP, CABO RICO, and countless others for bringing the joys of sailing to many.

2. DEPRECIATION. In the early days nobody knew how long a fiberglass sailboat might last. We were all used to cars, which lasted ten to fifteen years and depreciated accordingly. I talked to a finance salesman once at an Annapolis Sailboat Show. He told me that his agency’s assumption (needed in the case of a possible repossession) was that a financed sailboat depreciated from its new price, to scrap value—near zero—in a straight line over ten years. Thus most used sailboats for sale now are selling at or below their scrap value. Since fiberglass is difficult to separate from the other materials like the keel, which if of lead has some residual monetary value, most used sailboats today are worth what the lead is worth, minus the cost of separating if from the hull. There is really no way to recycle the fiberglass. This is why a short drive from your home you will see many old fiberglass “yachts” in peoples’ backyards with “for sale” signs on them, that will in truth never see the water again.

2. MAINTENANCE. All material objects require maintenance. A washing machine or dryer or refrigerator don’t require much, an automobile quite a lot, but a sailboat—being immersed in a corrosive element and exposed to the summer sun—requires more maintenance than virtually any other man-made object. While it is true that one could at enormous expense maintain a sailboat in close to new condition, doing so would cost, for a more than ten year old sailboat, more each year than the product is worth. It’s one thing to spend $20,000 a year to maintain a brand new 35-foot sailboat that cost $250,000 at the latest boat show years ago. It’s quite another to spend $20,000 a year to maintain a ten year old sailboat that you bought for $25,000 or less. And in actual fact newer things require less maintenance than older things. So let me re-phrase that sentence. It’s one thing to spend $10,000 a year on a brand new 35-foot sailboat that cost $250,000 at the latest boat show. It’s quite another to spend $25,000 a year on a ten year old sailboat worth $25,000.

3. COSTS VERSUS INFLATION. Fifty years ago a boatyard worker might have earned $4.00 per hour and a boatyard’s entirely reasonable fee might have been $10 per hour to account for its investment in land, buildings, insurance, and employment costs… Social Security and Medicare matching, paid holidays and vacations, sick days, etc. Today a boatyard worker earns $20 to $40 per hour and sailboat construction or maintenance costs over $100 per hour south of Boston, $75 per hour up here in Maine.

4. MAINTENANCE COST VERSUS SIZE. A brand new, smallish yacht requires very little maintenance. A coat of varnish on the brightwork, a yearly coat of bottom paint. And rent of a small patch of covered winter storage space. For a 15 to 18 footer, maybe $2500 per year. Of course if you are handy and have a garage there is no storage fee, and a can of varnish and bottom paint might cost you $200. The winter work list on a 35-footer can stretch into hundreds of manhours per season. In a city that might mean 100 manhours = $10,000. For an older 35-footer, whose work list expands with age, $10,000 to $25,000 per year. One way or the other you pay – very little for an old 35-footer at first, but a whole lot every year thereafter; A lot of money upfront for a new 15-footer, and virtually no money every year for a decade afterwards.

3. IN THE WATER FEES. A big sailboat will most likely be kept at a marina slip. $5000 per summer, maybe. A small sailboat can be kept on its trailer in the garage and launched when needed, or on a mooring or if you are lucky, or alongside your waterfront float, at little to no cost.

4. TIME REQUIRED TO GO FOR A SAIL. Big or small, when the whim overtakes you to go for an afternoon sail, the time to drive to the marina or yacht club, and perhaps take the launch out to your boat, is the same. But once you get aboard it takes a few seconds to hoist a small boat’s sails, and maybe a quarter to half an hour to get going in your 35-footer. This latter disincentive is one reason you see so many big white boats sitting unused in marinas on sunny summer weekends, and so many small sailboats actually out sailing.

5. SINGLEHANDING. Most larger boats can only be used if you can find crew. Most small boats can be easily singlehanded. The law of supply and demand means prices of boats that can be singlehanded will be higher than those that cannot be. (Small boat prices have morphed higher as large boat prices have plummeted).

6. CONSUMER PRODUCTS VERSUS WORK OF ART. Factory produced “yachts” were nothing more than very large consumer products. They call washers and dryers and refrigerators, “white goods”, and mass-produced sailboats were nothing more than very large and expensive white goods. They’re even – most of them – white in color. The few small sailboats available new on the market today are invariable hand-built works of art, produced by skilled artisans and often trimmed out in rare tropical hardwoods and even in some cases sporting masts and booms of varnished spruce or incredibly strong and light carbon fiber. Consumer goods always depreciate in value; works of art tend to appreciate in value.

7. ENVIRONMENTAL CONCERNS. Most people who enjoy outdoor sports these days are also supporters of an ever cleaner environment. Meaning they are against open layup fiberglass production with its degradation of the upper atmosphere and the lungs of its workers. They know that the byproducts of epoxy resin are less harmful than those of polyester resin. They know that wood is an environmentally superior construction material to glass and resin. They know that small toys (yachts are playthings… toys) are less environmentally destructive in their fabrication than are large toys.

8. MATERIAL COST INFLATION. For the decade 2010 to 2020 at least there had been little inflation, until the advent of Covid. But that has now abruptly changed. Our central bankers have responded to a pandemic by throwing care to the winds and “creating” lots of fake money. The result has been the same as it has always been. Double the supply of money, and after a year the price of everything will have doubled, and nobody will be any better off despite the good intentions. Our central bankers have “printed” approximately 30% more money, in an attempt to soften the blow of “shit happening”. But fact is, you can’t. In fact inflating the currency always creates a worse situation than maintaining a stable currency and letting things adjust automatically. So inflation is back.

9. RECYCLING UNWANTED “YACHTS”. It is difficult and costly to dump or recycle scrap yachts. In fact if we are to get rid of all the unwanted production “yachts” sitting in backyards new ways will have to be found to separate the fiberglass from the metals, and someone—presumably the last owner—will have to be forced to pay for it. Which is why so many old former yachts are “for sale” on Craigslist. Putting a price on the thing, although a cheap price, might fool someone into thinking it is an asset rather than a costly liability.  Someone will ultimately have to pay to have the thing hauled away and recycled.

10. CHARTERING. Time was when the only way to see some of the magical places in the world—the Caribbean, Seychelles, Tahiti, Croatia, Bora Bora—was to buy a yacht, learn celestial navigation, find a way to spend months or years without working (rob a bank or inherit lots of money), and fight down seasickness as you thrash your way day after day down to the tropics. You had no alternative than to pay a lot of money for a proper, big, offshore sailing yacht. Then someone invented chartering. You covered the miles by the thousands in a comfortable seat near the front of a marvelous aluminum contraption sipping cocktails at 580 miles per hour. Then took command of a larger and newer yacht than you could ever afford to own, and after a week of fun in the sun gave it back to the charter company to fix all the things that went wrong. What wrecked the idea of the personally owned large yacht more than any other factor, leaving only the more sensible day-sailing yachts viable for personal ownership, was chartering.

11. IS SAILING DEAD? The good news is, no it is not, far from it. It is true that many exciting and far cheaper sports have been invented that compete with sailing and appeal to the handsome young buck bursting with testosterone and his female counterpart. Windsurfing, ocean kayaking, kitesailing, standup paddleboarding, the list goes on and on. But the challenge of making a vehicle move silently and at no environmental cost through the water using nothing but the power of nature itself, even contrary to the very direction of the wind, will always be fascinating. And the closer you can get to the interface between land and sea—the waterfront—for which wealthy folks now must now pay millions of dollars—the better, and you do so at absolutely no fee.

12. DO ALL SAILING YACHTS DEPRECIATE? No, thanks to the law of supply and demand. Antique yachts appreciate reliably in price, because the supply decreases with time while the demand increases. Old wooden yachts disappear from the market, because many of them are not properly maintained. But the remaining ones gain in value. As an example an authentic Herreshoff 12½ sold new in 1937 for $750. I just sold my 83 years old (it, not me) Herreshoff for $29,500…  today’s average selling price (not asking price) for an authentic 12½ in good condition. No investment I ever made… stocks, bonds, real estate, annuities.. has come close to appreciating so much in value.

THE EXCEPTION TO THIS RULE:

The few fiberglass yachts that were built in low volume, custom production to exceptionally high standards, retain good value if properly maintained. These are the Morris Yachts, Hinckleys, Aldens, Cambrias, and many of the custom designed and built yachts from the famous yards, usually of welded aluminum. These yachts cost, when built, at least triple the cost of a Morgan, Catalina, or Irwin. But the payback is that today they have retained ten times the value of the high volume nautical “white goods”and that value is going up. not down, thanks to inflation..

13. WHAT MAKES SENSE TO OWN TODAY? First of all, forget the money. Own what you think will most enhance your leisure life. Although you might always keep in the background the fact that retention of value is not at all a bad thing. Own a yacht that you will actually use, and enjoy its use. If there is a racing class that is popular where you like to sail, and you enjoy racing, your choice is easy. There is safety in numbers— the simple fact that a race committee raises a flag for that class every Saturday vastly reduces its rate of depreciation. Realize that yachts that were built to high standards at multiples of the “production yacht” price retain a high proportion of their original cost. Examples are the Morris Yachts, Aldens, Hinckleys, Alerion Express 2 8 s, Center Harbor 25s and my own recent designs the Pisces 21, York 18 and Levant 15, whose superiority and value for money are reflected in the long waiting times currently required to achieve delivery or short times on the brokerage market. Likewise the Doughdish and Cape Cod Shipbuilding 12½s and Marshall catboats if ultra-shoal draft is an issue for you, and authentic Herreshoff Manufacturing Company 12½s and Beetlecats if you can afford the formidable yearly costs of maintaining a wooden boat. Seek out the small yachts that are easily gotten going and put away, inexpensive to maintain, and can get you close to that million-dollar shoreline. Or if your dream is to head offshore, jump on any Morris or Hinckley or Alden that pops up on the brokerage market – they tend to be snatched up in a week.

SEPTEMBER 2023 UPDATE.

Interesting to re-read this three years later. Some corrections are needed!

When originally written, inflation in the general economy was hovering about 1.5% year on year. Inflation in the yacht building field was much higher- around 5%.

For various reasons inflation has reared its ugly head with a vengeance. This has caused a revision to my above comments to be necessary.

Much that has been said above still applies, to MASS-PRODUCTION yachts. They are still consumer products at the end of their usable life and therefore of little to no value.

However, it does not apply to the few very high quality designs built to last at least 100 years by Tom Morris and a few other custom-quality, low volume builders.

It has come to my attention over the last three years that virtually none of my designs remain on the brokerage market. In 2020 one would see at least 10 Chuck Paine designs on YachtWorld and a few more on other brokerage sites. When one pops up today it is immediately bought, at higher prices than were the case in 2020. It is clear to me that people who wish to retain their savings are buying good quality used yachts as hedges against inflation, not just for recreational use.

There is also “scarcity value” to anything that is both intrinsically desirable, and rare. The alternative to buying, for instance, a 30- year old used Frances 26 on the brokerage market for between $70,000 and $30,000 depending upon its condition, is to build a new one at today’s prices, which would cost $550.000. At that latter figure climbs, the prices for good condition used models does also.

I believe that the recovery in used yacht prices is forced by the current high level of inflation. Our government has chosen as governments sadly often do, to devalue the currency (inflate). So everything- including used yachts- is being bought with a new, lower value currency.  And remember- yacht construction inflation is between two and three times general inflation and has been for many years.  So while the general inflation level has jumped from 1.5% to 6 to 8%,  yacht inflation has jumped from 5% to something more like 20% yearly.  For at least as long as central bankers lack the spine to bring inflation under control, expect used Chuck Paine designed yacht prices (and equivalent quality yachts from other designers) to climb at significant rates.

I hope this is helpful.

Chuck Paine

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1984 O'Day 26 | sardine brooklyn, New York, United States

1984 Watkins 25 | Watkins Barnegat Township, New Jersey, United States

1992 Hunter 42 | Wahoo Anse aux pines, Grenada, Caribbean

1992 Hunter 34 | Rythm n Blue Marathon, Florida, United States

1983 Challenger 60 | Magic Carpet Norfolk, Virginia, United States

1976 Valiant 40 | Galivant Guaymas, Sonora, Mexico

1984 Van de Stadt 27 | Siren Song Hartwell, Georgia, United States

1978 Morgan 45 | Miller Time Vero Beach, Florida, United States

2002 Bavaria 44 | Gente di Mare Lindon Bay, Colón, Panama

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1978 S2 30 | Trinity heart Boothbay Harbor, Maine, United States

2010 Island Packet 26 | Robert J Worton, Maryland, United States

1988 Hunter 23 | Smurfette Murrayville, Georgia, United States

2017 American 14 | American 14.6 Seneca, South Carolina, United States

1979 Capital Yachts 30 | Sorrento's Siren Long Beach, California, United States

2006 Hanse 54 | Tikki Papeete, Tahiti, French Polynesia

1987 Island Packet 38 | Lost Horizon Stockton Springs, Maine, United States

1987 Catalina 30 | Dream On Penetanguishene, Ontario, Canada

1973 Macgregor 17 | Dawn Treader Madison, Wisconsin, United States

1982 Tanzer 39 | L'Eau-Dace 4 fronteras, Guatemala, Guatemala

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1983 Passport 40 | Peppin Jacksonville, Florida, United States

1974 C&C 34 | 8 Ball Oriental, North Carolina, United States

1983 Catalina 30 | Advantage Treasure Island, Florida, United States

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1985 O'Day 22 White Bear Lake, Minnesota, United States

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1982 C&C 35 Port Charlotte, Florida, United States

1982 Hunter 30 Arcadia, Michigan, United States

1976 Southern Cross 31 | Milanooka Sandusky, Ohio, United States

2017 Precision 21 Oshkosh, Wisconsin, United States

1985 Amel 46 | Late Harvest Titusville, Florida, United States

1982 O'Day 25 | Shennigans Mooresville, North Carolina, United States

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1982 J Boats 24 | Na Durango, Colorado, United States

1984 J Boats 24 | Pair a docs New Buffalo, Michigan, United States

1974 Ocean Cruising 31 | Pirhana Rockport, Maine, United States

1979 Performance Cruising 33 | Amesias Mandeville , Louisiana, United States

1967 Pearson 35 | Maui Old Saybrook, Connecticut, United States

1981 Lord Nelson 41 | Wysteria LaSalle, Michigan, United States

1950 American 16 | Glen-L-Zip Lunenburg, Massachusetts, United States

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The next phase of the boating boom.

Post by Mike Melillo - Published on 01/05/22 13:30 PM

The used boating market will take off

In 2020, pre-owned boat sales exceeded one million units for the first time since 2006, representing an 8.6% increase in sales compared to 2019. [1]

Looking ahead to 2022, we expect to see immense growth in this category, with a rapid rise in the number of used boats entering the market. And what exactly is fueling this category growth? First, consumers who bought boats at the beginning of the pandemic are looking to downsize as travel reopens and are selling vessels to settle back into old routines. Secondly, used boat prices are surging from increased demand, leading many owners to capitalize on the hot market and turn a more significant profit on their used boats than in years past.

But it’s not just demand driving the used boat market - the boating industry is very much feeling the effects of the ongoing supply chain issues brought about by the pandemic. With many boat manufacturers’ limited inventory, most new boats entering the market are pre-sold and immediately shipped to their owners, leaving little to no inventory for other shoppers. With supply chain issues still impacting the new boat industry to this extent and likely impacting the sector into 2023 and even 2024 [2] , purchasing a good-as-new boat is the perfect compromise for buyers.  

Membership programs and boat rentals will grow

Boating membership programs and rentals have offered the perfect opportunity to get people out on the water for those not ready to buy. Whether you’re looking to rent a boat for a day trip excursion or want a more luxurious rental option with a captain and crew, renting can be perfectly tailored to fit your needs.

As we look ahead to the next five years, we can expect continued growth in these categories. A study from Global Market Insights anticipates a compound annual growth rate of over 6.55% for the rental market from 2021 to 2027. [3] The rental market allows consumers to embrace all that comes with the boating lifestyle while also avoiding some of the responsibilities that come with ownership, like winter care and yearly maintenance.  

Marinas are continuing to digitize to manage demand

As many boaters can attest, marinas often operate on a highly outdated pen and paper system – meaning you often must try and hunt down a contact phone number and play a fair amount of phone tag to make a reservation. As a result of the boating boom, many marinas have realized that these old methods are no longer efficient, and digitizing is a must.

Incorporating technology like Dockwa can help marina owners increase revenue and streamline their operations, not only increasing their customer base but boosting profits by nearly 20%. Technology also allows pricing for docking to become more intelligent and dynamic. For example, marinas can use data-driven insights from Dockwa to look at when there are lulls in their business and when they are at peak capacity.

Rising boating markets

Even though it’s winter, with more boaters out on the water, we’re seeing an even significant influx of boaters to warmer markets that are already a massive draw for snowbirds. Places like the Carolinas and the lakes regions saw a considerable rise in boating activity in 2020 and 2021 during the boating boom. These markets will continue to experience growth through the cold winter months and even into 2022, with new boat owners and renters hitting the waters.

And while we will see growth in new markets, tried and true destinations like Florida, Texas, and California are still hot spots for those looking to get away from winter weather. A recent study by WalletHub [2] , looked at the best metropolitan areas for winter vacations this year and included exciting boating destinations like San Diego, Charleston, Miami, and Baton Rouge, which are the perfect option for a winter boating getaway.

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10 Best Used Cruising Sailboats

• By John Kretschmer
• Updated: June 4, 2021

The appeal of offshore voyaging is difficult to explain to land people who can’t imagine life without basic human rights like copious quantities of hot water and unlimited data. It can even be challenging to explain to fellow sailors who think the notion of spending days or weeks at sea is a form of water­boarding, some kind of self-inflicted torture.

But for those of us who understand, who relish intimacy with the untamed wilderness that is the ocean and embrace self-­reliance and individual expression while accepting the ­dispassionate whims of Neptune, this is the good life.

There are two essential truths about this life: One, money does not matter. Cruising budgets and lifestyles reflect bank accounts with variously positioned commas; it’s the passages and landfalls that add up, not your investment portfolio. And two, a good bluewater sailboat — not necessarily an expensive boat, but a well-­designed, solidly built, imminently seaworthy boat that is only limited by your moxie and imagination — is the key to successful bluewater passagemaking.

So, to that second point, I’ve compiled a list of interesting and affordable cruising sailboats for serious voyaging. A list of 10 sailboats for any purpose, much less world cruising, is sure to evoke outrage from strong-minded sailors, who by nature tend to be a bit opinionated. Stand by before hurling insults my way, and let me explain. I have decided to stay away from the sailboats we know by heart, the iconic old boats that usually populate a list like this: the Westsail 32, Tayana 37, Shannon 38 and Valiant 40 (the last of which, with a bit of searching, can still be found at or just below $100,000).

My list of some of the best liveaboard sailboats is eclectic and includes a mix of well-known and obscure manufacturers, but all the boats are linked in three ways: All are top-quality vessels capable of crossing oceans. They’re affordable, although in a few cases you have to look for older models in less-than-stellar condition to stay below $100,000. Indeed, in some ways, this list of used sailboats is a function of age; most of the boats were priced at more than $100,000 when new but have dipped below our self-imposed threshold in middle age. And finally, they’re all boats that I have encountered in the past few years in far-flung cruising destinations .

Island Packet 35

Love them or loathe them, Island Packets are everywhere. To some, the beamy, full-keel, high-freeboard hull designs seem quaint, to put it charitably. To others, the robust construction standards, roomy interiors and overall user-friendliness make them the ideal cruising boat. More than most, sailing vessels are compromises, and Bob Johnson and his crew at Island Packet were brilliant in prioritizing the needs of sailors. The IP 35 was introduced in 1988 and features a huge cockpit, an easy-to-handle cutter rig with a jib boom, and a clever, comfortable interior with the volume of many 40-footers. It might not be the fastest boat upwind, but the long waterline translates to good performance off the breeze, meaning the IP 35 finds its stride in the trade winds. In all, 188 boats were built before production stopped in 1994.

Don’t confuse the IP 35 with the IP 350, which was launched in 1997 and included a stern swim step. You won’t find a 350 for less than $100,000, but you will have a choice among 35s, especially those built before 1990. With two nice staterooms, the 35 is ideal for family cruising. I know of a couple of 35s that have completed the classic Atlantic Circle passage. It’s perfect for a sabbatical cruise because it holds its value and there’s a ready market when it comes time to sell.

Prout Snowgoose 37

There’s no room for discussion: Catamarans are crossing oceans, and many sailors are choosing cats for world cruising. My last visits to the Azores and Canary Islands, the classic Atlantic waypoints, proved the point. I’m not much of a statistician, but by my count, at least a quarter and maybe a third of the boats I saw were catamarans. There would be more on this list, but they are just too expensive. Finding a quality catamaran for less than $100,000 is tough. One boat to consider is the classic workhorse multihull, the Prout Snowgoose 37.

When the Snowgoose 37 was launched in 1983, English builder Prout & Sons had already been in business for nearly 50 years. The 37 was an updated version of the Snowgoose 35, one of the most successful cruising cats ever. In 1986, the 37 was updated again; the Snowgoose Elite model included more beam and interior upgrades. These models are challenging to find for under $100,000, but it’s possible. A quick glance at yachtworld.com shows several of both models available for less than $100,000. Again, the strong dollar makes European boats an excellent value.

The Snowgoose 37 is not sexy like go-fast cats, and not roomy like modern cruising cats. It is, however, seaworthy. Of the 500 built, many have circumnavigated. Older boats have solid fiberglass hulls, and more recent models are solid glass from the waterline down and cored above. The cockpit is rather compact by catamaran standards, and the bridgedeck is solid (no tramp). Many 37s and all Elites were rigged with staysails, a big plus in heavy weather. The masthead-­rigged Snowgoose 37 can be sailed like a monohull offshore, and it’s quite nice not having a huge, roachy mainsail to wrestle with in a storm. With a 15-foot-3-inch beam for the 37 and a 16-foot-3-inch beam for the Elite, it’s easy to find affordable dockage and yards for haulouts. Most boats have three double cabins, making the Snowgoose 37 an ideal family cruiser.

The Corbin 39 is not as well known as it should be. It’s a capable bluewater sailboat cruiser with many impressive voyages logged. My Quetzal spent several weeks moored alongside a handsome 39 in Corfu that had sailed around the world, and I also spent a winter in Malta in the same boatyard as another 39 that had recently crossed the Atlantic. A canoe-stern, flush-deck pilothouse cutter, the 39 was offered with either an aft or center cockpit. Designed by Michael Dufour and constructed by Corbin les Bateaux in Canada, hull number one was launched in 1977. Built in various locations in Quebec, 129 boats were launched before a fire destroyed the deck tooling in 1982. A new deck with a larger cockpit was designed, and 70 more boats were laid up before production ceased in 1990.

The rub on the Corbin 39 is that the majority of boats were sold as kits with owner-­finished interiors. Kits varied from just hull-and-deck to “sailaway,” with everything fitted except the interior. Only 15 boats were finished at the factory. Not surprisingly, the interior quality is unpredictable, from rough-hewn lumberyard specials to beautifully handcrafted gems finished by marine professionals. The difference is reflected in the price. A nicely finished, well-equipped model from the mid-’80s typically sells for between $60,000 and $80,000.

The hull shape features a long fin keel and skeg-mounted rudder. The hulls are heavily laid up and include Airex coring. Early decks were plywood-cored, but most boats have Airex in the deck as well. Ballast is 9,000 pounds of internal lead, translating to a 40 percent ballast-to-displacement ratio. The wide flush deck is spacious, and the sleek pilothouse usually includes inside steering. Massive double anchor rollers are incorporated into the bowsprit in later models. Most boats include a double-­spreader spar, and almost all were set up as cutters. There’s plenty of freeboard, which becomes obvious below. While interior arrangements vary considerably, there’s a lot of room to work with. I prefer the post-1982 aft-cockpit 39s; they’re generally of a higher quality than earlier boats.

Cabo Rico 38

“The Cabo Rico 38 hull shape is the one in which everything came together best,” wrote Bill Crealock in his design notes. He might have changed his mind later in life, considering that the Cabo Rico was introduced in 1977 and he designed many boats after that, but few will dispute that this 38-foot cutter, built in Costa Rica, is flat-out beautiful. From the clipper bow to the sweet sheer to the abundance of honey-colored teak, the Cabo Rico 38 is a boat to inspire the most practical among us to quit their job, buy this vessel, and head for the South Pacific.

Not surprisingly, many people have done just that. Cabo Rico built 200 full-keeled 38s, with most of the production occurring in the 1980s. There’s always a selection of boats for sale for less than $100,000. Cabo Rico was an outlier among manufacturers of the time, building serious cruising boats in Central America instead of Taiwan, but quality control was always excellent. The full keel is slightly cutaway, and the rudder is attached to the trailing edge. The prop is in an aperture and totally protected, but not well suited to backing into a slip. Full-keel boats may make some younger sailors cringe, but the CR 38 has a very soft ride in rough seas and heaves to effectively. It also has a solid fiberglass hull with a layer of balsa for insulation. Sometimes it’s noted that the hull is balsa-cored, but it’s not. After about hull number 40, lead was used instead of iron for internal ballast. The deck is balsa-cored, however, and there’s a substantial bulwark. Items to be wary of are the teak decks (most 38s have them) and the fittings supporting the bobstay.

A true cutter rig, the 38 has just under 1,000 square feet of working sail area and performs better than most people suspect. The staysail was originally set on a boom that cluttered the foredeck and limited sail shape. Many boats have been converted with furling staysails sans the boom — a nice upgrade. When the wind pipes up, the 38 tracks nicely with a reefed main and staysail. I encounter 38s all over the Caribbean. They’re easy to spot; they’re the beautiful boats in the anchorage.

Tayana Vancouver 42

Ta Yang, builder of Tayana sailboats, has been building capable cruising boats forever, it seems. The Robert Harris-designed Tayana Vancouver 42 has been a mainstay of the serious cruising fleet since the day it was launched in 1979, and is still in demand today. The company built 200 boats, mostly in the ’80s and early ’90s, although a few V42s were built into the 2000s. With a bit of digging and some haggling, you can find boats for less than $100,000, but they’re likely to be older models. As of this writing, yachtworld.com has eight V42s listed, with three asking less than $100,000.

I’ve encountered the V42 all over the world, and in my yacht-delivery days, I had the pleasure of delivering a couple of 42s up the East Coast and down to the Caribbean. The double-ended hull shape with a fin-skeg underbody is stiff and seaworthy, if not wickedly fast. Considering the rugged construction, with a solid fiberglass hull and balsa-cored deck, nobody has ever accused Ta Yang of going light on its boats. Ballast is internal iron, a massive single casting that weighs in at 11,800 pounds. Ta Yang has evolved as a builder, and later models included upgrades like vinylester resin and larger Yanmar diesels.

A true cutter, the V42 has a double-spreader rig and is heavily stayed. The seagoing deck is cambered to shed water. Teak decks, with all their virtues and vices, were common; I’d look for a boat that’s been de-teaked. Like the Corbin 39, the V42 came with either a center or aft cockpit, although most boats were aft-cockpit models. The aft cockpit is deep and secure, if a bit tight due to volume sacrificed by the canoe stern. The center cockpit is cramped but offers excellent visibility. The interior is lovely, with exquisite Taiwanese joinery. Although interior arrangements vary because Ta Yang encouraged owner input, across the board, this is a friendly boat for living aboard. The aft-cockpit model includes one head and a traditional layout with excellent light and ventilation. The center-­cockpit model features a large owner’s stateroom aft.

Wauquiez Pretorien 35

The Pretorien 35 does not pay homage to tradition. The Euro-style low-slung wedge deck and flattish lines were thoroughly modern when the Pretorien was launched in 1979. Sure, there are IOR influences in this well-proven Holman & Pye design, including a slightly pinched stern, cramped cockpit, and a high-aspect, short-boom mainsail that results in a large fore­triangle. But a small main is easy to handle offshore, especially in squally conditions, and a large poled-out furling genoa provides a low-stress way to cross oceans. The test of a design is revealed long after the launch, and the Pretorien has aged brilliantly. It’s often mistaken for a Swan or Baltic. Famed voyager and author Hal Roth chose a Pretorien for his last boat.

Below the water, which is what really matters at sea, the Pretorien pushes the right buttons for serious sailing. A fine entry provides enough of a forefoot to prevent pounding in lumpy conditions, and as on the Valiant 40, the fin keel incorporates a stub to which the external ballast is fastened. The rudder is mounted well aft for excellent steering control, especially on a deep reach, and is tucked behind a narrow but full-length skeg. The Pretorien displaces 13,000 pounds, of which 6,000 pounds is ballast, translating to a stiff, seakindly boat.

The construction is superb. The solid fiberglass hull includes longitudinal stringers that stiffen the panels and encapsulate the bulkheads. Tabbing and fiberglass work is first-rate throughout. Wauquiez was one of the first builders to use solid laminate beneath high-load deck fittings. The side decks are wide and, with the chainplates well inboard, easy to navigate. The interior arrangement is conventional, but ample beam amidships helps create a surprisingly spacious feel below.

There were 212 Pretoriens built during a seven-year production run, so there’s usually a good selection of boats on the used market. Today’s strong dollar makes European Pretoriens an excellent value.

Gulfstar 44

Gulfstar had a terrible reputation in the early ’70s: It was infamous for producing wide-body motorsailers with tiny rigs and chintzy Formica interiors. Company founder Vince Lazzara was adept at reading market trends and upped his game in the late ’70s and ’80s. Lazzara, who also founded Columbia Yachts, was a veteran of the production-­sailboat wars and realized that buyers were demanding high-quality boats that sailed well. The Gulfstar 44 was launched in 1978, and 105 were sold before the company started producing the Hirsh 45 in 1985.

Some mistake the G44 for a Bristol, and it has a similar profile, right down to the teak toerail and raked cabin trunk. A sleek center-­cockpit design, the hull shape features a 5-foot-6-inch fin keel, a skeg-hung rudder and moderate proportions. I know the boat well, having delivered one from Bermuda to Annapolis and another from Fort Lauderdale to Boston. It has a nice ride in lumpy seas and powers up when the big genoa is drawing on a reach. The construction is typical of the time, with solid fiberglass hulls and cored decks. Gulfstars were known to blister, and it’s likely that any 44 you find will have had an epoxy bottom job along the way — and if it hasn’t, it will need one. The keel-stepped spar has an air draft of 55 feet. Some owners have modified the sloop rig with a staysail. The cockpit is roomy, especially for a center-cockpit design, although there’s not much of a bridgedeck. All sail controls are led aft. Lazzara was an early proponent of this feature, and the boat is user-friendly overall.

The interior sells the boat. It’s nicely finished in teak, and the layout is made for living aboard. The aft cabin includes an enormous double berth with an en suite head and stall shower. The main saloon is spacious and well ventilated, although beware of the plastic opening portlights. If you are looking for a comfortable, well-built center-cockpit cruiser but can’t find one that you can afford, track down a Gulfstar 44; you’ll be pleasantly surprised.

Any list of bluewater cruising sailboats must include a Robert Perry design. I could have easily put together nine Perry boats for this list. The Nordic 40 may surprise some, especially because 40 feet is an iconic length, bringing to mind such boats as the Valiant 40, Hinckley Bermuda 40, Bristol 40, Pacific Seacraft 40, Passport 40 and others. The trick is finding a 40-footer for less than $100,000. Nonetheless, the Nordic 40 and its larger sister ship, the 44, are among my favorite boats.

Based in Bellingham, Washington, Nordic produced world-class yachts during its brief production run in the 1980s. Only 40 Nordic 40s were launched between 1982 and 1987, but they’re worth seeking out on the used-boat market. The 40 features the classic double-ended Perry hull shape, with a fine entry, a deep and powerful fin keel, a skeg-mounted rudder positioned well aft, and a reverse transom. Freeboard is moderate and the sheer line is subtle, but to my eye, with its double-spreader rig and gently sloping deck line, the boat is poetry in the water.

The hull is solid fiberglass and the deck is balsa-cored, with solid laminates below loaded-up deck fittings. Original boats came with Navtec rod rigging and a hydraulic backstay, but many have been upgraded by now. Sail-control lines are led aft to the compact but functional T-shaped cockpit. The traveler is forward of the companionway, allowing for a cockpit dodger. The Nordic 40 is nimble in light to moderate breeze but can also stand up in a blow and heave to decently.

The interior is well suited to a cruising couple. It’s really a two-person boat, with a V-berth forward and large C-shaped galley aft, with plenty of counter space and a huge fridge. It includes the normal deft Perry touches — excellent sea berths, a separate stall shower and generous tankage. If you do find a Nordic 40 on the used market, be sure to take a hard look at the Westerbeke diesel and the V-drive transmission.

Pacific Seacraft 34

A handsome, nimble and capable double-ender by legendary designer Bill Crealock, the Pacific Seacraft 34 is well proven, with scores of ocean crossings in its wake.

After the boat was first launched as the Crealock 34 in 1979, Pacific Seacraft introduced a fifth model years later, a scaled-down version of the popular PS 37. Though expensive at the time, the 34 was another success story for one of America’s premier builders, and hundreds of boats were built in the company’s yard in Santa Ana, California. There is always a good selection of used boats available for less than $100,000. Another nice perk for used-boat buyers is that the 34 is back in production at the reincarnated Pacific Seacraft yard in Washington, North Carolina, providing an outlet for parts and advice. The company is now owned and operated by marine archaeologist Stephen Brodie and his father, Reid.

The 34 blends traditional values above the waterline with what was then a more modern underbody, with a long fin keel and skeg-hung rudder. A bit hefty at 13,500 pounds of displacement, the design otherwise is a study in moderation, and drawn with a keen eye toward providing a soft ride in a seaway and staying on good terms with Neptune in a blow.

The hull is solid fiberglass, and early decks were plywood-­cored before Pacific switched to end-grain balsa. The hull-to-deck joint incorporates a molded bulwark that offers added security when you’re moving about on deck, and a vertical surface for mounting stanchions.

Most 34s are cutter-rigged for versatility but carry moderate-­size genoas instead of high-cut yankees for more horsepower off the wind. Down below, the layout is traditional, but the 6-foot-4-inch headroom is a pleasant surprise. The Pacific Seacraft 34 is perfect for a cruising couple.

John Kretschmer is a delivery captain, adventurer and writer, whose own boat Quetzal , a 1987 Kaufman 47, has seen a refit or two over the years. His latest book is Sailing a Serious Ocean: Sailboats, Storms, Stories and Lessons Learned from 30 Years at Sea , also available on his website .

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Used Sailboat Market

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What is the general status of the used sailboat market in the U.S. right now? Is it a buyers or a sellers market? We have all heard about the troubles in the U.S. housing market. And the predictions that the economy is heading into a recession. Does that translate into a weaker market for used boats? I tend to believe that it does, but I would like to hear some other opinions. Any brokers out there who want to weigh in? Are there regional differences in the used boat market? Is the East coast a better deal than the west, or vice versa? All opinions welcome.  

If you look at a few boats on the East Coast and then look at the same on the West you will quickly see the east coast (especially southeast coast and gulf of mexico) have the lower prices. As I am in the market for a new boat now I beleive that the market has dropped with the recession. It is a buyers market for basically anything right now I think. Nothing is as bad as the housing market though.  

I may not be the most knowledgeable person on the subject, but here is my 2 cents. We have been looking at boats for the last 3 months and have found that the prices are not really going down much and the quality boats are still selling, while the less quality boats are remaining on the market longer, pretty standard stuff, I would expect. Talking to the Brokers, few admit the there is a buying slow down. We have made a offer on a boat which was considerably less that the asking price but was in line with the NADA Guides, we are still waiting to hear back from the seller. Pat  

used market ?! well as I'm reading your posts , perhaps a different view West coast is much better than any other part of the country as I experience that difference every day .. beside that the upper scale of the market is strongest 200k and up .. meaning the well to do keep doing well , the 100k a year guy doing worse ..as expected there is some false believe the East coast boats are less expensive ..well end of the day when you shipped, commisioned twice , paid for the accidentals ..you end up paying more... ALWAYS ...  

Actually the disparateness between East and West coast prices is there. My Barberis is worth 10K less on the East Coast than it is here on the West Coast as I was advised by my surveyor. A majority of that (I believe) is that there is a friendlier coastal system on the East coast making it easier to transport / sail a vessel from other states - thus the buyer regions are much larger. Also there are many more marinas concentrated on the East coast per area than there are on the West Coast for the most part...  

I don't know what price range you are looking in, but for early 90's production boats 32-36' <$80k, it seems owners realize its not the time to sell and there aren't that many nice boats on the market. The boats that seem to stay listed for a while are older with higher odds of age related issues, or boats that are overpriced. The higher quality 80's boats I've looked at such as Tartans 37's, Pretorians and Sabres also seem to be languishing on the market, so I suppose you could argue that sellers expectations are not yet in line with buyers. A couple of months ago, I made an offer well below asking price, but what I considered fair, on a nice Catalina 36 and the sellers counter left a gap that I was not willing to bridge. He's since dropped his asking price and I've advised the broker I'll slightly increase my offer and still nothing, even though I'm willing to pay within 10-12% of his asking price, which in this market I think is all one could expect. All in all, the market in my size/price range and area (Ches. Bay) seems pretty stagnant. I see the exact same boats, at the exact same prices every time I check YW. Never-the-less, it seems few sellers are ready to cut their losses at this point. IMHO, I think its wishful thinking that they will reap more by holding on to their boats. The odds are at least even that this downturn will be deeper and longer than a lot of folks think. Honestly, my feelings about the economy have me very close to bagging the boat idea, at least for the foreseeable future. My wife and I both love being out on the water, but not if the expense weighs too heavily on our budget.  

I believe it is a buyer's market in this unstable economy. If I could not get a GREAT deal on a boat I preferred, I would look elsewhere. There are more than enough boats to investigate. If I saw a boat that had to be transported, I would consider it if the survey proved it was worth those dollar$ asked. But, I would never give what the seller is asking through a broker. I only purchase from private sellers because it is easier to prove how over-priced the selective boat really is. Always have the sale contingent on a favorable survey. ----------------------- C&C 27 SV Doodles  

From what I have heard around the water fountain, good boats 30-40k and under are in demand and are selling. Between 50 and 200k, only the very good fully equipped boats are selling near their asking. Most of the others in that range are sitting. Above 200k, the demand is for new or near new boats.  

bestfriend is pretty accurate from what I saw over the last year + shopping. I think that many sellers are holding out. I saw boats for sale sitting on a cradle for 2 years listed at top dollar prices and in need of work. Something has to give. One negative is that finance rates just went back up. In January I was seeing 6.5%. I got 5.99%. But it just recently bounced back up to around 6.5% or more. My lender told me he has seen many deals fall through becouse of financing. And lenders are tightening up their standards. They are using lower valuations on which to base their loans, so you have to put more money down to make up the difference in that equasion. But there is a lot of overpriced junk out there and the good stuff either goes fast or sits at a high price. One factor is the owner that decides that if they can't get top dollar for their existing boat then they won't bother trading up. They have the money to keep operating the existing boat but aren't willing to 'give away' the old boat for a new one. That puts a squeeze on new boats. A broker told me they are seeing 10% or less margin on new boats. Lots of different dynamics at play here depending on location, time of year, price range, condition.  

Buyers market for sure. Those that are waiting for a better price may find lower prices long before a turnaround. The result is the cost of maintaining slip and insurance, they have lost money. pigslo  

Are there regional differences in the used boat market? Click to expand...

Sailormann said: So, while the boats are good and the maintenance is conscientious, they are fighting a losing battle against the corrosive minerals in the salt water, and much as their women do, the boats age prematurely. Click to expand...

Sailormann said: Unfortunately, the women do not pickle successfully - no matter how much wood is used . Click to expand...

Sailormann said: They are by and large owned by Republicans, a unique life form to date unknown outside the lower contiguous 10 "states". Republicanism, a zealotry which typically manifests itself as an expression of regressionist political thought, has the unfortunate side-effect of preventing its adherents from seeing things clearly or accurately. As can be imagined, this makes for less than ideal yacht maintenance. While the Republican may be ready, willing and able to tackle whatever job might need to be done, their myopic creed prevents them from noticing the decay around them. Hulls go unpainted, leaks magnify, and things just generally go from tolerable to unbelievable. While a normal person may be able to look two feet ahead and spot numerous areas of concern in 5 minutes, your garden variety Republican is just not able to focus that far for that long. Click to expand...

It appears that folks here see the market much like as I do as one currently shopping for their next boat. As ususal, if you read the financial pundits, half say we'll just have a short down turn, and half say it will be longer and deeper than expected, but there is no argument we are in a slow down. That probably bouys the hopes of sellers, while it weighs on the minds of buyers like myself. That said, used boat prices generally go one way and there is ample evidence that consumers are snapping their wallets shut at least for the time being. Unfortunately, if you need to sell in that environment the buyer holds the cards. Rejecting offers through the sailing season will cost you in storage and insurance fees and the boat gets another model year older. I can understand a seller deciding to be happy with what they have and taking the boat off the market, but I can't understand the many, many owners who let their boats sit through a sailing season (or more) and never seem to consider that they will have to drop the price to sell the boat.  

If an owner is NOT going to sell their boat, why not clean it out to lease it to a local yacht club and make some money$ to pay the slip fees? At least someone will get some good out the ownership and the boat systems will be taken care of in the long run. If the sailors in that yacht club realize their training boat is for sale - they could become a potential customer...  

why not clean it out to lease it to a local yacht club and make some money$ to pay the slip fees? Click to expand...

Best Boats Quote by Sailormann above : "You will find the best boats here" . With all due respect I have to disagree with you. Best used boats are in Maine. Yes they are in a salt water environment but the level of maintenance is much higher. There are many excellent boatyards along the coast. Maine=Boats.  

Schuckerman said: The reason the northern boats MAY be in better shape is because you use them a whole 3 months out of the year then wrap them and store them away. But us poor unfortunate souls down here in saltwater filled Florida use our boats all year round while you folks sit around a fire and dream about us Click to expand...

When you are born and raised in the south you are told all your life by northerners how much better everything they have is and how stupid we are...Then they all move south because they ruined the north and want to change us to what they ruined ....go figure..  

With fuel prices crossing $4.50 a gallon, I am glad I own a sailboat and not a powerboat like the 50 foot Searay down the dock from me that burns 34 gallons an hour... I suspect that the sailboat market will see a bit of boost from high fuel costs and people opting for sail over power. That said, right now it may be a buyers market for the average boat but good boats well maintained will always sell for a premium.  

TAK said: I suspect that the sailboat market will see a bit of boost from high fuel costs and people opting for sail over power. Click to expand...

I would like to reopen this thread. Times have changed a lot since last May and the economy worse that most of us suspected. Fortunately for us, we are in a good cash position and are expecting things to continue down until the end of 09. I would appreciate input as to what is happening with the market in different areas. We wil be purchasing a 3 cabin in the 47 -50 range that is rigged (or mostly rigged) for blue water. We think we should find something great in the $225K range.  

Thanks for your feedback. My observations are similar but think that the used yachts on the west coast tend to be about 10-15% higher than elsewhere in the US. Since I am in the Middle East now, I am watching the Med market as well but it seems to be holding its own better and appears higher than the east coast/Caribbean market.  

According to a broker I know here in NC, sail is selling, power is dead except for trawlers.  

I think one of the reasons sail is doing better than power is the cost of fuel the last two seasons really was a rude awakening for many boaters. Right now, it is basically a buyer's market more than it has been for a long time. Many people are selling due to a change in their financial situation and need to sell, rather than selling in order to upgrade. This puts an undue pressure on them to sell the boat, even if they have to accept less money than they’d like for it.  

I thought about selling my US 25, but $5000 would only get me through one month. That's not a very good trade in my book. Work's slow, but the boat's the last to go! Let's say that again in unison! Sailing is the only meds I need. Doh and beer.:laugher  

I've been looking at boats here in the Northwest for 3 years. The big reason for price difference between the PNW and the SE is that all those boats you see listed in Florida and Texas that are priced lower than the west coast variety have taken a beating from sun, hi temps and humidity. The boats you find of similar vintage on the west coast tend to be in better shape over all. A VREY general observation but valid in specific applications.  

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Boat Price Trends

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The boating industry saw unprecedented growth during the COVID-19 pandemic as people sought outdoor recreational activities. This led to surging demand and rising prices for new and used boats from 2020-2022. As we move into 2023, many boat buyers wonder – will boat prices go down in 2023 or continue to rise?

Factors Impacting Boat Prices

Several key factors will determine when or if the boat market will crash or remain high in 2023 and 2024:

• Supply Chain Issues  – Shortages of materials like fiberglass along with labor shortages have constrained production. As supply chain problems persist, boat prices will stay elevated.
• High Inflation  – With inflation at 40-year highs, the rising costs of materials, labor, transport will keep upward pressure on boat prices.
• Interest Rates  – Higher interest rates make financing more expensive, potentially dampening demand and prices.
• Consumer Demand  – Demand soared during COVID but may moderate with economic uncertainty. Still, new boat buyers entering the market could sustain demand.
• Price of Oil  – As a key component in fiberglass, rising oil prices directly impact boat production costs and prices.

Further reading that’s worth your time: The Best Place To Buy A Used Boat .

Our Forecast for 2023-2024

New boat price trends.

Due to the above factors, most industry experts predict new boat prices will remain high rather than decrease in 2023 and 2024. Some key new boat price trends:

• New boat prices increased 10% on average in 2022 and are forecast to rise another 2-5% in 2023.
• Popular brands and models may have waitlists extending into 2024, sustaining high prices.
• As supply chain issues ease, price growth may moderate but overall remain elevated over pre-pandemic levels.

Used Boat Price Trends

Used boat prices are also expected to remain relatively high in 2023 and potentially 2024:

• Limited inventory has driven intense demand in the used boat market since 2020.
• This shortage of used boat inventory will persist, creating upward price pressure.
• Well-maintained used boats can sell for 50-80% of their original retail price depending on age.
• For context, a 5 year old 25-foot center console that originally sold for $100K can fetch $60-80K on the used market.

The Outlook for 2024 and Beyond

In 2024 and beyond, broader economic conditions will determine if boat prices moderate. But key factors suggest prices will remain strong:

• Pent-up demand from the pandemic has introduced many new buyers to boating who will remain in the market.
• Florida’s continuously growing population increases local demand for boats.
• Boating interest continues to grow nationally, bringing new entrants.

Our Final Thoughts

Barring an economic downturn, which is still in the forecast for many economists, boat prices are likely to plateau at elevated levels rather than return to pre-pandemic pricing. Savvy buyers should watch for potential sales and incentives during boat shows and end-of-season clearances to get the best deals.

But overall, boat prices will remain high compared to historical levels for the remainder of 2023.

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Steve Momot

Steve is an accomplished professional photographer and marketer who specializes in the Fishing, Yacht, and Boating industry. With a strong presence as an influencer and marketing expert in the Marine Industry, he has made a significant impact in the field. Additionally, Steve is the original creator and co-founder of Sportfishtrader. Prior to his career as a marine photographer, he gained extensive experience as a licensed boat and car dealer in South Florida.

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THE 10 BEST Moscow Flea & Street Markets

Flea & street markets in moscow.

• Gift & Specialty Shops
• Art Galleries
• Shopping Malls
• Antique Stores
• Flea & Street Markets
• Farmers Markets
• Department Stores
• Shopping Tours
• Factory Outlets
• Fashion Shows & Tours
• 5.0 of 5 bubbles
• 4.0 of 5 bubbles & up
• 3.0 of 5 bubbles & up
• 3rd Transport Ring (TTK)
• District Central (TsAO)
• District Eastern (VAO)
• Good for a Rainy Day
• Budget-friendly
• Good for Kids
• Good for Big Groups
• Good for Couples
• Hidden Gems
• Adventurous
• Honeymoon spot
• Good for Adrenaline Seekers
• Things to do ranked using Tripadvisor data including reviews, ratings, photos, and popularity.

1. Old Arbat (Stary Arbat)

2. Izmailovsky Market

3. Danilovsky Market

4. Central Market

5. Market Levsha

6. Dorogomilovsky Market

7. Chumodan

8. 818 Vintage

9. Moskvoretskiy Market

11. Svoya Polka

12. Flea Market

13. Cheryomushkinskiy Rynok

14. Freak Frak

15. Bloshinka

16. vernisazh, what travelers are saying.

• Danilovsky Market
• Izmailovsky Market
• Central Market
• Old Arbat (Stary Arbat)
• Market Levsha

Danilovsky Market

Danilovsky Market, located in a flat, circular Soviet modernist building, which looks like a kind of retro spaceship, is still a trendsetter. Come here for the best Vietnamese pho soup in Moscow and the famous “rat” burger (which is, in fact, made from nutria meat), as well as fresh produce from Russia’s southern provinces and a small vintage market in one of the annexes.     

Bricket Market

Bricket Market, located on the top floor of the trendy shopping mall Tsvetnoy opened in September 2019. Head to Testa for Neapolitan pizza, Inzhir for innovative desserts and coffee and Ostorozhno, Slon! (Look Out, Elephant!), where an Indian chef cooks traditional thali set meals. There’s an open space in the middle of the market, which is used for public talks. 

Central Market

Central Market is located right across from the station exit at Trubnaya Metro. The sign at the entrance says “1840”, but the building is actually brand new – that date refers to when Muscovites started trading in Trubnaya square. There’s a small delicatessen and fruit and veg market, a couple of coffee shops, and a cider bar. Around 40 different stalls serve dishes from round the world. The market also houses a restaurant, Gorynych , which is devoted to “new Russian” cuisine – traditional food prepared with a modern twist.

Vokrug Sveta

Vokrug Sveta (Around the World) on Nikolskaya St became party central during the FIFA World Cup 2018 as most of the football fans gathered there. As the name suggests, there are stalls with cuisine from all over the world. Head here for Pakistani food, or Canadian poutine – fries with gravy and cheese. This is also a great place to try poke, the Hawaiian seafood and rice dish, which is popular all over Moscow. 

Another food market that is a must-see on any foodie’s tour of Moscow is Depo , so far the largest one in Moscow , hosted in a former tram depot. Depo has a smallish farmers market and more than 70 stalls, where one can sample food from around the world. 

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry’s wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country’s leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month’s Passenger Vessel Week.

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Tags: Emperium Filka Moscow Moscow Department of Transport and Road Infrastructure Development Moskva River Presnya Russia Sinichka WBW newbuild

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