The updated version of this 1970s one-design is more than a simple retread
I should come clean before even beginning this review. I've always had a thing for the S&S-designed Tartan Ten. As a kid sailing on Lake Erie back in the 1970s I can remember when the first T-10s began showing up off Cleveland, Ohio: state-of-the-art racers, with sleek, flush decks, huge mains and powerful-looking bows. I was too young to realize they were a slap in the face of the IOR, a boat built for speed and sailability, and never mind the rules. I was also too young to recognize them as a whole new approach to one-design racing. I just knew they were cool. Especially when a dozen would come charging toward the line at the start of a race.
As a result, it was with mixed feelings that I first heard about the "new Ten" coming down the ways last winter, something that had been rumored among Tartan Ten sailors almost since the day the boat went out of production back in 1988, after just under 400 boats had been set loose on the water.
On the one hand, it was great news that such a fine boat was going back into production. But on the other hand, I couldn't help wondering if such an effort was doomed to fail. Back in the mid-1970s, the T-10 pretty much had the field to itself. But here in 2001 the water was beginning to look a bit crowded with one-design "sport boats." Farr 40s, Mumm 30s, One Design 35s: The poor Tartan Ten seemed more than a little dated. Could a 25-year-old design really hope to compete in the world of carbon fiber and bowsprit reaching chutes?
Having taken a sail aboard the new Ten, or "LS-10" as it's now called, I can safely say the boat is more than just a retread: It really is a new boat, and one that is more than capable of holding its own in a new century. In fact, taking out hull No. 1 on a warm, windy day on Lake Michigan, it felt like the state of Tens or T-10s or Tartan Tens or LS-10s, or whatever you want to call them, is as strong as ever, better than it's been in years.
On deck The first thing you notice when looking at the LS-10 is its dramatically different profile. Whereas the original had an IOR-style flush deck with stainless steel handrails flanking a cavernous companionway, the LS-10 has a bullet-shaped deckhouse, a la the Farr 40, that not only provides increased headroom but changes the entire character of the boat in one fell swoop.
No more do you need to hunch over the secondary winches on the flat deck. They are now right up at shoulder level where they can be easily trimmed while keeping an eye on the rig and foredeck. The new configuration also makes it easier for foredeck crew to get from side to side during tacks since there are no longer those handrails to trip you up. And for cruisers-more on that later; yes, this is a cruising boat-the structure provides great back support, whether lounging in the cockpit or sitting on the rail. Aesthetically, if you were plunked blindfolded down on the deck of the new Ten and were told to identify the boat without looking up at the rig, you'd be hard pressed to figure out that it was a variation of the T-10. It's that different.
And this difference is not just limited to the obvious change of the cabintrunk. It comes out in details, dozens of details that have been changed or added to improve the comfort and safety of the boat both at the dock and under way. The side decks aft, for example, are slightly canted so the helmsman can sit comfortably. Chainplates, which used to be belowdecks, are now attached on deck eliminating what was once a source of leaks, and cutouts on the lazarette hatches provide footing for the driver when the boat is heeling. The old aluminum toerail, which ran from stem to stern in the original boat, has been discarded, but molded toerails and cutouts have been substituted so that a foothold still exists the entire length of the boat, a rarity in modern racers.
Along its inside trailing edge, the companionway has been carefully beveled to provide a fair lead for cross-sheeting the jib, and the aft portion of the companionway has been equipped with an ingenious new washboard locking system that both secures and seals the opening far more efficiently than a conventional hinged latch.
Perhaps most impressive are the sliding overhead companionway hatches and-don't laugh-the new drink holders, which line the boat's spacious 8-foot cockpit. For years, Tartan Ten sailors have bemoaned the clunky fiberglass, two-piece companionway cover as too flimsy to step on and a hassle to both install and remove. But that is now all in the past thanks to a new sliding system that not only makes opening up or sealing the space a snap, but when pulled aft, provides the perfect launching point for the spinnaker. The drink holders, although seemingly superficial, are a true stroke of genius. Six of them are molded into the side decks surrounding the boat's cockpit, each designed for easy draining and cleaning. At the new Ten's debut last winter at the Chicago Strictly Sail boat show, they attracted as much attention as the interior, and for good reason. Keeping cans in winch-handle holders can be iffy at best. And who hasn't been caught with a can of beer in their hand on a downwind leg when it comes time for a sudden jibe?
Finally, the LS-10 comes with a surprisingly large transom swimstep, which not only serves cruisers looking to take a dip, but is a genuine safety feature, given the Ten's high topsides. Previously, getting crew aboard could be difficult if not impossible, even in a dead calm.
According to LS-10 Boats President and 2000 Tartan Ten National Champion Rich Stearns, he and boatbuilder Paul Amon of Soca Sailboats in Trinidad spent hours going over a mock-up of the deck to make sure the real thing worked as well as the drawings. And the result is a boat that just feels "right." Everywhere you look there seems to be some new modification or feature. Everything makes so much sense. You can almost imagine the time spent on board, rounding off this corner, refining that upgrade, doing what was needed to get a real sailor's boat, one that anticipates every sailor's need in any situation.
Down below This kind of smart design is also evident in the LS-10's interior. If you're the kind of sailor who insists on cherry veneers and swivel chairs, the LS-10 won't be for you. But if you're a sailor looking for practical accommodations in a boat that's a real sailer and not just a floating condo, then this may be the perfect layout.
The boat has both an enclosed head and a small galley with a sink and one-burner stove aft of the V-berth. It sleeps six in all, and the bunks are a genuine 6-feet, 3-inches throughout, which can go a long way to make you get over that lack of joinerwork after the lights go out.
The quarter berths are both wide and easily accessible, a huge improvement over the original boat, in which getting into a sleeping spot aft made you feel like a woodchuck burrowing into his hole. The engine compartment is both elegantly set apart and easily accessed through a molded housing, which makes it so you don't feel like you're sleeping on the deck of the engine room.
In terms of headroom, the LS-10 is a bit cramped forward, and taller sailors will have to stoop to get in to the V-berth. But there is still 5 feet, 5 inches of headroom in both the galley and head areas, which is where you begin to really need it.
Farther aft, the huge companionway opens up the saloon providing truly unlimited headroom and more light and ventilation than a battery of portlights or dorade vents. For those who worry about rain and bugs, Stearns said he is currently building a large dodger, extending forward almost to the base of the mast, which will provide protection from the wind and effectively extend the saloon both outward and upward, making it much larger than it appears.
Stearns noted, almost with a sense of pride, the fact that there is basically no woodwork below, greatly simplifying upkeep (although trim is offered as an option). The galley counter is molded from a Corian-type material, and the companionway steps are elegantly shaped with a molded-in nonskid. Even the sole, which can be completely removed so it won't be scratched or dinged during repair jobs, is built of imitation teak and holly. And while this might provoke gasps of horror from many boat show veterans and brochure junkies who are convinced that more is better in terms of wood, the overall effect down below is surprisingly warm and inviting, and refreshingly practical.
If there is a down side to the boat, it is that is doesn't have a tremendous amount of storage space. There are no hanging lockers, and although there is storage space below the saloon berths, a good pair of lazarettes and decent shelving in the saloon, the V-berth will inevitably take up the slack in terms of storing both sails and gear.
Still, when my wife and I go cruising, that's often where we end up throwing our things anyway, there or in some big quarter berth with pretty flowered curtains. The LS-10 would never be mistaken for a live-aboard. But for a couple, a couple with two kids, or two couples who get along, there's plenty of room. Don't be fooled by all the talk of performance and one-design racing. This is a genuine cruising boat, in the tradition of the cruising boats of old, which were meant for sailing as well as entertaining.
The saloon is also unusual for its lack of deckhead handholds. Again, Stearns said they haven't yet been included because he doesn't know if they're necessary. He noted that with the boat's narrow beam, it's just as easy to brace yourself against the low side of the inside of the cabintrunk as it is to grab a teak handle hanging off the high side.
"We don't want to rush things," he said, referring to a number of finishing touches like handrails and portlights. "If we give the boat to five people for six months they'll come back with all kinds of great ideas."
Given the job the LS-10 people have done so far, there's no doubt these changes will be dealt with effectively. If old Nat Herreshoff were alive today, I think he'd be pleased as punch with the LS-10, expect maybe for the fact that it's got a little too much headroom.
Under sail Out on Lake Michigan, the new Ten performed with the same stability and precision as the original. In 12 knots of breeze the boat tacked easily and tracked well, whether to windward or downwind with the chute up. This should have come as no surprise since the mold was taken from the 1978 and 1999 T-10 national champion Dora. Like the original Ten, the LS-10 has clean lines, a deep keel and a small skeg in front of a large semibalanced rudder. Its construction is also the same, consisting of a fiberglass and balsa sandwich, which provides for a stiff, light hull.
Sailors whose only experience has been with heavy cruisers can't imagine what it's like to sail this kind of boat. Many T-10 sailors refer to their boats as oversized dinghies, and the boat's quickness and light helm do make it feel nimble and responsive. These are boats that can plane at 16 knots and more under spinnaker when the conditions are right, and this in a boat with a 27-foot waterline that was designed a quarter century ago.
Today, small jibs and large mains are taken for granted. But putting the new boat through its paces, I was reminded of just how much sense it makes for easy sailing, especially with a smaller crew. The jib went cleanly from side to side, and the main traveler was close at hand right in front of the helm. The primaries are a bit of a reach for a singlehander, but because the jib is so easy to manage, it can easily be brought under control with the Harken self-tailers that come standard with the boat. Stearns and the other folks at LS-10 Boats never tire of relating how 90-year-old Buddy Buker thinks nothing of taking out his T-10 Barquita by himself whenever he has trouble drumming up crew.
Under power, the LS-10 moved effortlessly, thanks to the boat's 18.5-horsepower Yanmar powerplant and Martec folding prop, which provides noticeably more power than the original Ten's power plant, which in some cases was as low as 7-horsepower.
Afterward, Stearns related how his company is trying to market the new boat and confessed he is having trouble finding a "niche" in which to place it. On the one hand the boat is a natural one-design racer-no fewer than 48 boats showed up for the Chicago NOOD regatta this past summer-but it has also been making waves in the context of PHRF with an impressive victory this year at Block Island Race Week. Other older Tens have scored victories at the Rolex Cup and the Heineken Cup racing under the CSA rule in the Caribbean. Then again the boat is a true contender as a performance cruiser. Hmmm … Maybe they should just call it a damn good boat.
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Specs Only – LS-10
- By Cw Staff
- Updated: October 18, 2001
LOA: 33 (10.06 m)
LWL: 27 (8.23 m)
Beam: 93″ (2.82 m)
Draft: 510″ (1.78 m)
Ballast: 3340 lb. (1515 kg.)
Displacement: 7000 lb. (3175 kg.)
Sail Area: 486 sq.ft.
Disp/L: 159
SA/Disp: 21
Ballast/Disp: .48
Company: Soca Boats
Phone: 847-612-1901
Email: http://www.lsboats.com
- More: 2001 - 2010 , 31 - 40 ft , Coastal Cruising , monohull , racer / cruiser , Sailboat Reviews , Sailboats , specs only
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Boats for Sale
33' sparkman & stephens soca ls 10 racers and cruisers.
ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to contact the listing broker.
The LS10, built by SOCA Sailboats is the modern version of the highly successful Sparkman & Stephens designed Tartan 10 (over 380 of them built) with an updated deck that incorporates a full cabin house designed to provide more headroom and sleeping comfort. A fully enclosed head, convenient galley and optional fold-away table enhance the comfortable space below for entertaining or cruising.� A perfect club racer with some cruising capability.� The hull is the same as the T10 and has been approved to race in class one design events, but is also a great PHRF boat.
Many custom features make this a one-of-a-kind boat including: Upgraded wireless Tacktick electronics; color radar; GPS; inverter; custom Edson wheel; good sail inventory, freshwater only.
- Specifications
- Description
Accommodations
- Sleeps 6: 2 fwd, 2 mid, 2 aft
- Marine head
- 1 deck hatch
- Folding table
- Fixed cabin windows
- single burner stove on slide out gimble
Electronics
- Raymarine autopilot
- Depth Sounder
- Knotmeter/Log
- Tacktick wireless wind instruments
- Furuno color radar
- VHF marine radio
- Furuno Chartplotter
- (2) 12v batteries
- Shore power
- 110v battery charger
- 2000/4000 watt inverter with outlet
- Three 110v outlets: Engine area, galley, and head
Deck and Hull Equipment
- double lifelines
- swim platform and ladder
- running lights
- cockpit cushions
- life jackets
- life preservers
- custom cradle designed for the LS 10
- Petit Vivid bottom paint
Sails and Rigging
- Harken winches: (2) #16 self tailing and (2) #40 self tailing
- Roller furling
- Spinnaker pole and gear
- Mainsheet traveler
- North Sails Dacron main sail
- Doyle light jib
- Ullman 120% roller furling cruising genoa with UV cover
- New never used Doyle Medium jib
- Doyle 1/2 oz spinnaker
- Doyle ¾ oz spinnaker
- Doyle 1/2 oz asymmetrical spinnaker, maybe never used?
- multiple lines, sheets and hardware, winch handles
Mechanical Equipment and Engine Details
- fire extinguisher
- engine alarm
- manual and electric bilge pump
- Custom Edson wheel
- folding propeller
manual flush marine head
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T-10 Class Association
Class contact information.
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Class Email
Class Website
One-Design Class Type: Keelboat
Was this boat built to be sailed by youth or adults? Adult
Approximately how many class members do you have? 130
Join/Renew Your Class Membership – Click here
Photo Credit:
About T-10 Class Association
The Tartan Ten was designed by Sparkman & Stephens and built by Tartan Marine. Since its introduction in 1978, the T-10 has been a popular one design class on the Great Lakes. In addition to the T-10, the LS-10 was built to conform with class rules for one design racing. Both designs feature a large cockpit to make the boats comfortable for racing and day sailing. The design offers a blend of affordability, performance, and ease of sailing which appeal to sailors of all levels. Large fleets and tight racing are hallmarks of the T-10 Class.
Boats Produced:
Class boat builder(s):
Approximately how many boats are in the USA/North America?
Where is your One-Design class typically sailed in the USA? List regions of the country:
Great Lakes
Does this class have a spinnaker or gennaker?
How many people sail as a crew including the helm?
Ideal combined weight of range of crew: 1275
Boat Designed in 1978
Length (feet/inches): 33′
Beam: 9’3″
Weight of rigged boat without sails:
Mast Height:
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Review of LS 10
Basic specs..
Unknown keel type
The boat can enter even shallow marinas as the draft is just about 1.00 - 1.10 meter (3.28 - 3.58 ft) dependent on the load. See immersion rate below.
Sailing characteristics
This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.
What is Theoretical Maximum Hull Speed?
The theoretical maximal speed of a displacement boat of this length is 7.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.
The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for LS 10 is about 156 kg/cm, alternatively 873 lbs/inch. Meaning: if you load 156 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 873 lbs cargo on the boat it will sink 1 inch.
Sailing statistics
This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.
What is L/B (Length Beam Ratio)?
Maintenance
When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 24m 2 (258 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.
Are your sails worn out? You might find your next sail here: Sails for Sale
If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.
| Usage | Length | Diameter | ||
| Mainsail halyard | 31.3 m | (102.7 feet) | 10 mm | (3/8 inch) |
| Jib/genoa halyard | 31.3 m | (102.7 feet) | 10 mm | (3/8 inch) |
| Spinnaker halyard | 31.3 m | (102.7 feet) | 10 mm | (3/8 inch) |
| Jib sheet | 10.1 m | (33.0 feet) | 12 mm | (1/2 inch) |
| Genoa sheet | 10.1 m | (33.0 feet) | 12 mm | (1/2 inch) |
| Mainsheet | 25.2 m | (82.5 feet) | 12 mm | (1/2 inch) |
| Spinnaker sheet | 22.1 m | (72.6 feet) | 12 mm | (1/2 inch) |
| Cunningham | 4.0 m | (13.1 feet) | 10 mm | (3/8 inch) |
| Kickingstrap | 8.0 m | (26.2 feet) | 10 mm | (3/8 inch) |
| Clew-outhaul | 8.0 m | (26.2 feet) | 10 mm | (3/8 inch) |
This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.
Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.
We are always looking for new photos. If you can contribute with photos for LS 10 it would be a great help.
If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.
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Tartan 10 and LS 10 Fleet at CCYC
We encourage people new to the sport of sailing to sign up for Corinthian University’s 6-week crew school. It provides a great foundation for learning how to crew a sailboat. Several of our boat owners and crew members act as mentors in this program. Additionally, we hold several Saturday seminars during the winter on various topics.
If you are novice or you already know how to sail, reach out to our club’s Fleet Captain t o get connected and start sailing on a T-10 : Jovan Brankov (USA 124 El Toro) [email protected] (or sailing dot jovan at gmail )
Finally, you can simply show up for a casual Wednesday Night “Beer Can” Race at 5:30pm and ask around for a ride before yachts start casting off. You’ll have no trouble finding a T-10 willing to take you out. A six pack of beer (cans, not bottles) will even guarantee a ride on some boats!
Designed by acclaimed naval architects Sparkman and Stephens in 1978, the yacht regularly outperforms modern designs in handicap racing with her speed, simple layout and balanced sail plan, although the fleet prefe rs one design racing.
In addition to great sailing performance, another key ingredient to our fleet’s success is found in the affordability of our yachts and the cost to run a program compared to many other classes. Affordability drives ac cessibility to ownership which translates into a large healthy fleet that continues to replace itself year after year. Southern Caribbean (SOCA) Sailboats produced an updated version of the Tartan Ten (2000-2010) called the LS-10. It was built using the original hull molds and designed to conform to the Tartan Ten class rules for one-design racing, but with improved comfort, functionality and layout.
Chicago fleet sites : https://www.chicagot10.com
https://www.facebook.com/groups/chicagot10fleet2/ National site : https://ttenclass.com
2001 Soca Boats LS-10 / T-10 $57,900
2001 soca boats ls-10 / t-10.
description
| 108735 | |
| 2001 | |
| LS-10 / T-10 | |
| 33' (10.06m) | |
| good | |
| cruiser |
| 9' 4'' (2.84m) | |
| fiberglass | |
| monohull | |
| Yanmar (18hp) Diesel | |
| unknown | |
| unknown | |
| unknown | |
| unknown | |
| unknown |
| 12/19/2016 | |
| Mattituck | |
| NY, 11952 |
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One Design Profile: The Tartan Ten
March 1, 2013 by Sail1Design Editor Leave a Comment
Sail1Design would like to welcome another new member to our team, Gretchen Croll .
The Tartan Ten is an older boat that is great for young professionals wanting to race competitively in one of the largest one design classes in the nation. The T-10 is great for sailors who want to keep their budgets manageable and still maintain a race-ready vessel.
In 2001 a new boat was created by Larsen boats in collaboration with Rich Sterns and SOCA boats. This new vessel has the identical hull design as the T-10 with a completely remodeled deck and cabin. This new design, called the LS-10, allows for more headroom down below and the luxuries of a newer model boat—like a real head—while still being allowed to sail in the same one design class as the classic Tartan-10.
The T-10 class association maintains rigorous standards for both the T-10’s and LS-10’s in order to keep all the boats on a level playing field. There is a weight limitation for the boat and crew at all regattas as well as strict measurements regarding sail cut and mast rake. Any infractions on these rules and standards are punished severely.
All in all, the Tartan 10, though an older boat, is still very relevant today. This is a classic boat design that allows for great one design racing. One of the best aspects of these boats is their affordability—the Tartan 10 allows for a great racing boat at a fraction of the cost of the larger boats and newer models being made today,
http://www.tten.com/
Gretchen Croll graduated cum laude from Ohio Wesleyan University in 2010 with a degree in English Creative Writing. She has written for online media such as OutdoorHub.com, Examiner.com and Mediabistro.com about many topics. Gretchen also interned for This Week on Martha’s Vineyard, a local newspaper highlighting tourist attractions during the summer of 2011 and received much acclaim.
Gretchen has been an avid sailor on Lake Michigan for the past eight years and has raced in numerous NOOD regattas and Chicago Yacht Club Verve regattas. She has also raced in three Chicago Yacht Club’s Race to Mackinac, winning the Tartan 10 section twice. She has also been teaching young people how to sail since 2007 with two clubs, The Waukegan Yacht Club Youth Foundation and Sail MV. She is very excited to share her sailing knowledge with everyone at Sail1Design.
You can reach Gretchen at: [email protected]
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- By Sw Staff
- Updated: October 31, 2001
LOA: 33 (10.06 m)
LWL: 27 (8.23 m)
Beam: 93″ (2.82 m)
Draft: 510″ (1.78 m)
Ballast: 3340 lb. (1515 kg.)
Displacement: 7000 lb. (3175 kg.)
Sail Area: 486 sq.ft.
Disp/L: 159
SA/Disp: 21
Ballast/Disp: .48
Company: Soca Boats
Phone: 847-612-1901
Email: http://www.lsboats.com
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Dear Readers
- Sailboat Reviews
While not as well-built or comfortable as some other boats, the Ten does her thing--racing--very well.
The Tartan Ten was born out of a popular rebellion against the international Offshore Rule (IOR) in the mid 1970s. This was the worst period in the IOR’s history, when production sailboats were outdesigned even before their molds were finished. Although the IOR has since then gotten its act together, a great many of its early proponents had been lost for good by 1979. The disenchanted went in two directions—PHRF and offshore one-design.
The Tartan Ten is the child of Charlie Britton of Tartan Marine. Britton was one of the first to recognize the market for offshore one-designs. While he was conceptualizing the Tartan Ten, the J/24—soon to become the most successful offshore one-design—was being tooled up for production, although Britton didn’t know it was on the horizon. He was impressed by the Danish-built Aphrodite 101. It’s no coincidence that the Tartan Ten bears a resemblance to some of her features. Sparkman and Stevens designed the boat for Tartan in 1977; production began in early 1978, and ran through 1989.
Most of the boats built went to sailors on the Great Lakes, and most of them spend most of their time racing one-design. There are several hundred boats in the national class association, and the majority of those members race in one-design fleets on Lake Erie and Lake Michigan. According to class officials, there is one-design racing every weekend on Lake Erie, and small fleets in Long Island Sound, Chesapeake Bay, Houston and Jacksonville. Unlike a great many boats that tout themselves as offshore one designs, the Tartan Ten is one of the few boats that has accumulated enough numbers to actually race as a one-design.
When the Tartan Ten was introduced in 1978 at a base price of $21,500, she sold easily. Several boats a week were produced in the years immediately following. Then a steady series of price increases, the recession of 1981 and the first signs of a saturated market began to take their toll on sales. For Charlie Britton, a boatbuilder first and a businessman second, the problems of running so large a business was more than he wished to handle. So in the spring of 1982, production of the Tartan Ten ceased and Britton put his company up for sale. By the spring of 1983 he found a buyer in John Richards and production began again at the rate of two Tartan Tens a month.
Construction
While we wouldn’t consider the Tartan Ten to be one of the better-built racers, she doesn’t have to be. Since she is primarily intended to race against her sisters, consistency between boats is perhaps more important than superior (and hence, more expensive) construction. The major construction criterion she must meet is to be sufficiently seaworthy to endure an occasional short offshore race. She meets this criterion, although, like too many production boats, she barely makes it.
There have been a number of problems with the Tartan Ten over the years. Tartan Marine generally acted responsibly in correcting them. The worst problems occurred in the first 100 boats. For example, the original hollow stainless steel rudder posts were too light and bent too easily. According to Tartan, every boat with that type of rudder post was located and repaired by inserting a second post inside the original one.
A second problem was with the reinforcement of the hull around the keel sump and under the mast step. From 5′ forward of the transom, the Tartan Ten’s hull is cored with 1/2″ balsa, except in the bilge area, which is stiffened by a grid of hollow, hatshaped fiberglass floors and stringers. Because the Tartan Ten has a relatively flat underbody and fin keel, she is more susceptible to flexing of the bilges than a boat with deeper, more rounded bilges.
In the first 90 boats, the grid was neither stiff enough nor attached to the hull securely enough to prevent flexing. As a result the fiberglass tabbing which holds the grid to the hull began peeling off. On a few boats, small cracks developed in the grid and in the bilges. Tartan claimed that it sent repairmen all around this country to track down and fix every boat earlier than hull #84. In most cases the repair consisted of removing the old tabbing and re-tabbing with a heavier laminate. In cases where the grid or hull actually showed damage, more substantial repairs were made. According to Britton, “We got every one of them.”
The mast step has been strengthened several times during the Tartan Ten’s history. The Tartan Ten has a deck-stepped mast, rare in non-trailerable racers, because they offer less control of mast bend. They are no less seaworthy than a keel-stepped mast, provided there is adequate support underneath the mast, such as a compression post or bulkhead in the cabin.
The Tartan Ten’s compression post sits on top of the floor grid. After the initial problems with the first 83 boats, a 5″x4″x1/4″ aluminum plate was used under the compression post to distribute the load. The thickness of the aluminum plate was later increased to 1/2″. Mast step problems still existed to some degree after the first 83 boats. On a hull numbered in the 150s, we observed that the compression post had been moved off the floor grid (presumably because it was crushing it) and lengthened with a threaded extension so it rested directly on the hull.
Unlike most boats, which have shroud chainplates which extend above deck, the Tartan Ten’s shrouds pass through the deck to chainplates in the cabin. Although this may reduce windage and genoa chafe, the hole in the deck is difficult to seal. Many owners report chronic deck leaks around the shrouds.
The chainplates are anchored on a heavy fiberglass “tab” which extends up from the topsides inside the main cabin. According to the manufacturer, there were two chainplate tab delaminations in the first 100 boats. Tartan attributes this to the hull being cored under the tab. Tartan didn’t take steps to correct the potential problem until nearly 100 boats later. One owner of a 150-series boat reported that he had reglassed one chainplate tab after he noticed the telltale signs of delamination—the color of the tab changing from dark green to white where it is anchored to the hull.
By hull #200 Tartan had eliminated the core under the tab and began anchoring it directly to the outer skin of the hull. This didn’t completely solve the problem, according to Britton. Because the section of the topsides around the chainplates was uncored, that section could dimple inward slightly under heavy rig loads, causing isolated incidences of gelcoat blistering and delamination. Tartan corrected this problem shortly afterward—”about hull #270,” according to Britton, by widening the chainplate tab from 12″ to 18″.
Although the Tartan Ten is cored through 80% of her hull, she exhibits a fair amount of structural flexing. As one successful Tartan dealer pointed out, “she’s not overbuilt like the rest of the Tartan line.” We had several reports of the cockpit flexing noticeably while sailing in rough weather. Part of the reason is that the bulkheads under each side of the cockpit are glassed firmly to the hull, but very poorly attached to the cockpit seats. Also the main bulkhead is well forward of the mast and divided by the forward berth. A bulkhead in two halves located away from the chainplates is not very effective in absorbing rig loads. Instead the hull will flex.
The Tartan Ten’s hull-to-deck joint consists of an inward turned hull flange overlapped by the deck and topped by an aluminum toerail. The hull-to-deck joint is bedded with butyl tape, which stays soft and rubber-like for the life of the boat. It has no adhesive properties, but is a good watertight sealant. We have seen it melt and “bleed” out of hull-to-deck joints on occasion.
A strip of aluminum is glassed under the hull flange. This allows Tartan to fasten the hull and deck with bolts, but without nuts, by tapping the bolts through the aluminum insert—a real time saver. The bolts must be bedded, though, or corrosion would compromise the integrity of the joint, especially important since there is no chemical bond to fall back on. Tartan beds the bolts with silicone, which is probably adequate, but a chromate paste would be a better (although more expensive) bedding material. The hull laminate was strengthened when production was into hulls numbered in the early 100s. A heavier mat was added to improve the bond between the balsa core and the laminate. An extra layer of fiberglass was added to the hull laminate as well.
The mast of the Tartan Ten is a “safe” section. It bends easily with the backstay, but is sufficiently strong to sail without running backstays in a strong breeze. The shrouds are swept back.
The mast is not anodized. On early boats, it was finished with clear lacquer; later it was painted black. According to Frank Colaneri of Bay Sailing Equipment, who rigged all Tartan Ten masts until the mid-’80s, finishing with lacquer or paint is cheaper than anodizing.
On the first 150 or so boats the jib and spinnaker halyards are both wire and exit the mast above the hounds. They then lead through “bullseye” fairleads which have a tendency to chew the wire. (Colaneri called them “wireeaters.”) This system was redesigned so that now the wire jib halyard exits below the mast without a fairlead, and the spinnaker halyard, still exiting above the hounds, was changed to rope.
Schaefer booms were used on the first 70 boats, and bent reefing hooks were a problem. Since then Tartan has used Kenyon booms. The Kenyon booms have no outhaul car, instead relying on clew slugs to support leech tension. According to Colaneri, many booms had to be retrofitted with stainless plates over the sail slot because the clew slugs had pulled through the slot.
Handling Under Power
After hull #309 the Tartan Ten was equipped with an 11 hp Universal diesel. Before then a Farymann 7.5 hp diesel was standard. On boats prior to hull #200, excessive vibration and shaft coupling failures were a problem. According to Britton, the cause was poor shaft alignment. Britton says flexible shaft couplings were used on the first 200 boats, because Tartan was afraid the boat would bend under rig tension. The use of flexible couplings meant less attention was paid to alignment—hence occasional coupling failure and excessive vibration. Solid couplings were used on subsequent boats. “We thought we were bending the boat (by tensioning the rig), but we were wrong. Now we know it’s better to concentrate on alignment and use solid shaft couplings,” says Britton.
Because vibration could be a problem, when considering a used Tartan Ten you should check both the engine mounts and the electrical harness on the back of the engine. The covering of any wires attached to the engine should be checked for wear.
Tartan Ten owners report that the Farymann is relatively trouble free, runs well and is easy to hand start should the battery run down. Owners also say it tends to be underpowered. “Doesn’t do well into the wind,” reported one owner. A folding prop is standard equipment.
Access to the engine is excellent. The fiberglass engine box is light and lifts off easily and, because it also doubles as the companionway step, slides forward without obstruction. The box is easy to refit and latch in place. With the box off, all engine parts are accessible.
Handling Under Sail
Tartan Ten owners rave about performance. She may not be a ULDB, but she’s fast for a 33-footer. Typical comments are “Offwind we pass 36′ masthead rigs,” “rides waves well; good control downwind,” and “recorded 15.2 knots, sustained 10.5 knots.”
However, owners do not rave about her handicap ratings. The Tartan Ten was not designed to fit any handicapping rule. She carries an astronomical IOR rating of about 28.5. Under PHRF she rates from 123 to 132, depending on the handicapper. Most PHRF fleets assume that you have a 155% genoa, and the most common rating is 126. Some fleets, such as Detroit, allow the Tartan Ten to sail with its one-design inventory (100% jib) at a rating several seconds slower.
Owners report that she will sail to a rating of 126 in light air with a 155% genoa. However, with her narrow beam, she is tender and becomes overpowered quickly. In winds over 12 knots, she has difficulty winning with a rating of 126. Using a one-design inventory, the Tartan Ten will sail to a rating of 132 in medium winds. Although she is always fast downwind, owners say she has a difficult time making up what she loses upwind in a strong breeze.
Those who want to race both one-design and PHRF have several problems. Until 1982 headfoils were illegal for class racing. The class has dropped this rule to encourage Tartan Ten owners to race PHRF. Running backstays are still illegal for class racing. Although they’re not necessary to keep the spar in the boat, backstays nonetheless will improve performance slightly without rating penalty. Another, more subtle problem, is that a sailmaker will design the working sails of a class inventory differently than he would for a larger inventory. For example, a 100% jib that must be used for both light and heavy air in one-design racing will be a lot more powerful than a 100% jib for a larger PHRF inventory.
Despite its drawbacks the Tartan Ten still makes for enjoyable PHRF racing because its sailplan is so manageable, the boat is so maneuverable, and its cockpit is so easy to work in. It’s hard to believe you’re on a 33′ when you’re racing one; the boat feels much smaller.
As good as PHRF racing can be, one-design racing is even better. Owners report that all boats are extremely well-matched. In this year’s 40′ national championship, the second and third place teams sailed borrowed boats—boats that had not done well in previous regattas. Tartan Ten sailors may push their boats hard, but as a whole they don’t push them hard enough to cause major gear failures. We have no doubt that a hot SORC team could rip a Tartan Ten apart, but for its purpose the boat is well suited.
Before each boat leaves the factory, it is placed in an outdoor pool, and 50-100 lbs of lead is glassed to the hull 5′ forward of the mast to make her float on her lines. Flotation marks are molded into the hull to insure that the lead is not subsequently moved to change the boat’s trim. This helps make the boats equal in performance.
The keels are relatively fair from the factory, although most racers will want to spend a weekend making them smoother.
Most Tartan Tens race with a crew of 5-8. Although she is a light boat, her narrow beam limits the effectiveness of crew weight. Unlike beamier counterparts, such as the J/30, packing on more crew in a strong breeze is not essential. For best performance, the backstay and traveler must be constantly adjusted. Some of the more successful racers routinely barber-haul the jib outboard in strong puffs. As with any light displacement boat, you must be quick on sail trim to keep her level and driving.
Deck Layout
The Tartan Ten is equipped with a tiller, as any boat this small and light should be. With a tiller, though, you need a larger cockpit. The cockpit of the Tartan Ten is 9 1/2′ long, which gives the crew plenty of room for racing. The companionway, though, is obstructed by long stainless steel handrails. When tacking, the crew must all pass through the cockpit.
The cockpit seats have short, outward-angled seatbacks with a small coaming. This provides a modicum of day sailing comfort without sacrificing much racing efficiency. The slotted aluminum toerail does, however, compromise racing comfort. The crew could slide farther outboard for more hiking leverage if it weren’t for the toerail painfully biting into the backs of their thighs. Owners report that the cockpit drains quickly when pooped by a large wave. It nevertheless is worrisome, because its large volume would hold a lot of water, and its 6″ companionway sill would do little to keep that water from rushing below. We wouldn’t race it in rough weather without all companionway drop boards locked in place.
The rudder post exits the deck through a cockpit coaming that wraps around the stern. A tiller is attached to the post; when lifted and lashed to the backstay it leaves the cockpit unobstructed for an extraordinary amount of cockpit space at the mooring. The mast is stepped into a cast aluminum collar on deck. The collar is not hinged. The running rigging exits through the bottom of the mast, then runs through sheaves built into the collar and aft through sheet stoppers to Lewmar 16 winches on each side of the cabin house. Several owners said they had moved or replaced the stoppers made by Delta.
The primary winches are Lewmar 30s. Secondary winches are permitted under class rules, but are not offered as a factory option. Some owners report that larger primary winches are helpful to trim the genoas used for handicap racing. On the boat we sailed, the sheet tracks were backed with strips of aluminum, but the backing plates for the winches were 1/8″ plywood.
The deck gelcoat provides good traction, but this also makes it more difficult to clean. Stanchion bases, made for Tartan by High Seas, bolt through the deck and through the toerail. On the boat we examined there were no backing plates on the throughdeck stanchion bolts, but bolting through the toerail gives the installation adequate rigidity. Several owners reported that the welded sockets for the stanchions have failed.
The boom vang runs in a single part up from the mast step to the boom, then forward to the gooseneck, down to the deck via a 6:1 purchase, and aft to a winch. At the gooseneck, it attaches to a small welded eye, which could be of heavier gauge.
The backstay is split with a 4:1 purchase deadended on the stem. A crewmember would have to sit aft of the helmsman to play the backstay. The ball bearing traveler spans the cockpit and is easily adjusted with its 3:1 purchase. The 5:1 mainsheet deadends on the traveler car.
For a 33-footer, there isn’t much to the Tartan Ten’s interior. Headroom is only 5′ 2″. However, the companionway hatch is in three pieces and lifts off for stowage below, opening a 5′ long “skylight” in the cabin. This feature provides some amount of standing headroom below, without having to sacrifice the clean lines of the deck to a high cabin trunk. Erecting a dodger over the companionway encloses the standing headroom. The hatch cover could be stronger: we nearly cracked it by stepping on it.
There is no icebox in the cabin. A portable cooler stores in one of the two cockpit lazarettes. The standard head is a portable, stowed under the forward V-berth. Nearly every owner we talked to complained of its smell and said that it is difficult to empty. Most had either discarded it for a cedar bucket or installed a full marine head. There is no built-in stove and the chart table is small.
There is a small sink with a hand pump on the port side. On boats prior to hull #200, the water tank was installed under the starboard quarterberth, with the fuel tank under the port quarterberth. With the water tank and sink on opposite sides, all the water in the tank would drain out through the sink on port tack. Tartan’s retrofit was a rubber plug for the sink nozzle. By hulls numbered in the early 200s, they had switched the position of the fuel and water tanks, solving the problem.
The interior of the Tartan Ten is dark. The bulkheads, cabinetry and cabin sole are teak-veneered plywood. We would paint the settees white. The forward V-berth is a comfortable 6′ long. The “filler,” or section of the berth that covers the Porta Potti is removable for access to the head. However, the filler sits on very narrow cleats, so when you climb over it to get out of the berth, the filler frequently falls off its cleats and you tumble onto the head (Ugh!).
Vertical posts from the overhead to both the sink and the nav station make good handrails for moving about below in a seaway. Under both the sink and nav station are small lockers with zippered cloth coverings instead of doors. There is further stowage under the main berths and quarter berths. These stowage bins are not insulated from the hull, but because the boat is cored, condensation should be minimal. The bins are sealed from the shallow sump if they weren’t sealed, any water in the bilge would predictably soak their contents. One owner commented, “There should have been no attempt to create six berths at the expense of adequate storage.”
On the boat we sailed the joinerwork and furniture tabbing were mediocre. The overhead panels were sloppily fitted. The ceiling is covered with a padded vinyl liner. A strip of wood covers the hullto-deck joint.
There were several major changes to the interior after hull #160. In earlier boats, both the main berths and quarterberths were “root” berths. Root berths are somewhat like pipe berths. They consist of cloth anchored to the side of the hull and slung to a pipe running the length of the berth. The pipe fits into notches so that the angle of the berth can be adjusted to suit the boat’s angle of heel. Another piece of cloth attaches with Velcro to the pipe to form a seat back. While the root berth makes for comfortable sleeping underway, it is far less comfortable than a fixed berth to sit in while the boat is anchored.
After hull #160, the root berths in the main cabin were abandoned for fixed berths, with a dual purpose design backrest/leeboard. Additional stowage bins were added over the main berths. A drop leaf table was also added between the main berths. It is doubtful whether it would survive the rough and tumble of hard racing. We suspect most owners remove it for racing.
Conclusions
Like any boat, the Tartan Ten is built to a price for a particular purpose. She is not built as well, nor laid out as lavishly as, say a J/30; but she is also much less expensive. People don’t buy Tartan Tens to make long offshore passages, nor do they buy them for extended cruising. People buy them to day race, either as a one-design or under a handicap rule. Maybe they throw in an occasional weekend cruise.
The Tartan Ten is a joy to day race. It is easy to maneuver and crew on, offers lively performance, and is affordable. We think that one-design racing would be far more fun than handicap racing. At least under one-design you are competitive in all wind velocities.
The Tartan Ten class association appears to be well organized, which should help keep the resale value of the boat high. If you live near a Tartan Ten fleet, you should give offshore one-design racing a try. But beware; you might get hooked.
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COMMENTS
According to LS-10 Boats President and 2000 Tartan Ten National Champion Rich Stearns, he and boatbuilder Paul Amon of Soca Sailboats in Trinidad spent hours going over a mock-up of the deck to make sure the real thing worked as well as the drawings. And the result is a boat that just feels "right."
2002 BOTY Nominee
Specs Only - LS-10 | Cruising World ... LS - 10
A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls.
33' Sparkman & Stephens SOCA LS 10 Racers and Cruisers Location: Buffalo NY United States Use Advanced Search Form. Listing Number: M-7533982 ... The LS10, built by SOCA Sailboats is the modern version of the highly successful Sparkman & Stephens designed Tartan 10 (over 380 of them built) with an updated deck that incorporates a full cabin ...
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The Tartan Ten was designed by Sparkman & Stephens and built by Tartan Marine. Since its introduction in 1978, the T-10 has been a popular one design class on the Great Lakes. In addition to the T-10, the LS-10 was built to conform with class rules for one design racing. Both designs feature a large cockpit to make the boats comfortable for ...
The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for LS 10 is about 156 kg/cm, alternatively 873 lbs/inch. Meaning: if you load 156 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 873 lbs cargo on the boat it will sink 1 inch.
The T-10 is a great day-sailing boat with a 9'6" cockpit and an inboard diesel engine. It's not limited to to day-sailing, however, with one of the largest one-designs sections in the 333-mile Chicago Mackinac race as well as boats competing in the PHRF classes in the Bayview Mackinac races. In 2001, the class approved the addition of the LS-10 ...
The first thing you notice when looking at the LS-10 is its ...
Tartan 10 and LS 10 Fleet at CCYC. T-10s are fun, agile boats that can handle anything Lake Michigan can throw at them. Sailors of all experience levels who want to become better are encouraged to join in the fun. Wednesday nights are a great time to experience your first ride. Our competitiveness is matched by our sportsmanship and community.
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The T-10 class association maintains rigorous standards for both the T-10's and LS-10's in order to keep all the boats on a level playing field. There is a weight limitation for the boat and crew at all regattas as well as strict measurements regarding sail cut and mast rake. Any infractions on these rules and standards are punished severely.
Club Cruiser/Racer and Tartan Ten one-design
The Tartan Ten, also called the Tartan 10, is an American sailboat that was designed by Sparkman & Stephens as a one-design racer and first built in 1978. [1] [2] [3] The Tartan Ten design was developed into the LS-10 in the early 2000s. [4] Production
The Tartan Ten's hull-to-deck joint consists of an inward turned hull flange overlapped by the deck and topped by an aluminum toerail. The hull-to-deck joint is bedded with butyl tape, which stays soft and rubber-like for the life of the boat. It has no adhesive properties, but is a good watertight sealant.
Rich Started in selling boats buy developing the LS-10 33 foot sailboat. Rich has sold J-Boats since 2000. Rich has known the Johnstone family for over 50 years sailing with and against Bob Johnstone when he lived in Wilmette Illinois in the 60's and 70's. In 2008 Stearns Boating LLC became the Midwest Hanse, dealer.
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Go to. Fireball, 16', 1973. Originally designed by Peter Milne in 1962, the Fireball is a one-design high-performance sailing dinghy. The Fireball is sailed by a crew of two, and sports a single trapeze, symmetric spinnaker, centerboard and chined hull. The boat planes in as little as eight knots of wind and is easily controlled past 35 knots.
Venture 24, 1969, Redwood City, California, yacht for sale, sailboat for sale 8/19/12 Venture 24, 1969, Redwood City, California, $1,700, Price reduced 10/28/12 to $1,250, Donated
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For Additional Information. The CPUC, through its Environmental Review Team, is managing the environmental review of the Project. To request additional information, or to be added to the mailing list, please contact us: Project email: Project phone number: (408) 450-7233. The CPUC's Project Manager is: Tharon Wright.