joule 44 sailboat

The Joule 44 is a 44.39ft masthead sloop designed by Jan Becker and built in fiberglass between 1981 and 1988.

23 units have been built..

The Joule 44 is a light sailboat which is a very high performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a fast cruiser.

Joule 44 for sale elsewhere on the web:

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1989 J Boats J/44

One of the most successful J/44's on the water, with 8 North American Championships as Challenge IV. Hull #2 of the classic J/44 has undergone a significant refit including a full inspection of the standing rigging (with replacement rod & fitting where necessary) and complete upgrade of all running rigging and rope clutches by Sound Rigging of Essex CT. Interior and exterior condition is above average, a recent survey has been performed and she is ready to go racing or fast cruising. A fantastic value for a thoroughbred racing yacht.

Make or Manufacturer

Length overall, length at waterline, displacement, fuel capacity, water capacity.

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General Data

See also: boats for sale.

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Overall length:

Waterline length:, maximum beam:, displacement:, straightening:, sail details mq, equipments:.

Pricelist for sails for Joule 44

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• Sailboat Guide

J/44 is a 44 ′ 10 ″ / 13.7 m monohull sailboat designed by Rod Johnstone and built by J Boats between 1989 and 1993.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Shoal draft: 6’. Standard rudder modified in 1992.

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Our Part #: MPR-7486-HS-PC-12-123 | Mfr. Part #: HS-PC-12-123

IMPORTANT: Halyard length based on boat manufacturer rig dimensions. If you need a different halyard length, please contact our Customer Care team.

Application: Spinnaker Halyard Recommended use: Performance Cruise Material: DX Performance - Dyneema SK38 core with Polyester cover Diameter: 12 mm (1/2 in) Length: 123.0 ft (37.5 m)

Shackle: Wichard Snap Shackle Top Splice: Hi-Load Eye Splice Middle Splice: n/a Bottom Splice: Messenger Loop Accessories: Halyard Stopper Ball

Performance cruise spinnaker halyard made out of Dyneema Sk38 with polyester cover. Includes Wichard spinnaker halyard shackle and all required splicing and accessories.

Copyright © 2024 MAURIPRO Sailing LLC.

J/44 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of J/44. Built by J Boats and designed by Rod Johnstone, the boat was first built in 1989. It has a hull type of Fin w/spade rudder and LOA is 13.69. Its sail area/displacement ratio 21.28. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

J/44 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about J/44 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the j/44.

J/44 was designed by Rod Johnstone.

Who builds J/44?

J/44 is built by J Boats.

When was J/44 first built?

J/44 was first built in 1989.

How long is J/44?

J/44 is 11.76 m in length.

What is mast height on J/44?

J/44 has a mast height of 16.31 m.

Member Boats at HarborMoor

Tests on fuel delivered to Dali in N.J. before bridge crash showed it was safe, company says

Seven days before a container ship slammed into a Baltimore bridge , it received a large load of fuel at a New Jersey berth where testing at the time determined the oil was safe to use, according to the company that delivered the fuel and documents showing the test results.

The load, comprising two types of oil and totaling more than 400,000 gallons, was delivered to the Dali by Centerline Logistics, a Seattle-based company, the documents show.

“There was nothing wrong with the fuel that we delivered to the Dali,” Centerline CEO Matt Godden said in an interview. Centerline was hired by the shipping giant Maersk, which had chartered the Dali.

The tests for contaminants are important because fuel is among the areas of interest for investigators trying to determine what caused the March 26 collision , in which the Dali suffered a power failure and veered into the Francis Scott Key Bridge, triggering its collapse. Six road workers were killed.  Fuel contamination is believed to cause power and propulsion failures on scores of ships around the world every year. Investigators have said they planned to sample the Dali’s fuel and test it for contaminants. But experts caution that a number of factors could have caused the power loss, and fuel may not have anything to do with it. 

It is not clear whether the Dali was burning the fuel it had received from Centerline at the time of the collision. The ship could have been burning fuel it received elsewhere —  data shows that it received fuel in South Korea and China in February — or from another company on the East Coast. NBC News has not seen documents on tests of other fuels. 

Godden said Centerline delivered the two types of fuel on March 19: marine gas oil — typically used while navigating at port — and very low sulfur fuel oil — typically used while at sea. Both loads were tested for contaminants twice — once at the terminals where the Centerline barge and tugboat picked up the fuel, and again at the time the fuel was delivered to the Dali, documents show.

That means if there were an issue with the fuel, it likely would have already been flagged. But the standard tests don’t always catch everything, experts say. Godden said he was very confident in the tests and that if he saw his Dali fuel results on any other shipment, “we would deliver that fuel all day every day.”

If there had been other contaminants in the fuel, the existing tests would have been thrown out of whack, pointing to a possible problem, Godden said.

NBC News obtained copies of the testing reports for the fuel Centerline delivered to the Dali in New Jersey and shared them with three experts in marine engineering and operations. The experts said the reports indicated it was clean. 

“The test results, as expected, are within spec,” said Thomas Roth-Roffy, a former marine investigator with the National Transportation Safety Board.“This is very healthy fuel, according to the reports,” echoed Timothy McCoy, a University of Michigan professor who specializes in marine engineering.

He noted that the amount of water and other impurities detected in the fuel — such as calcium and zinc — were all well within the acceptable range. 

“Fuel systems on ships are robust and they’re made to handle fuel that comes in with all kinds of gunk in it,” McCoy said.

There have been instances of contaminated fuel causing problems on ships. Last year, contaminated fuel disrupted the engines of 14 vessels on the U.S. Gulf Coast; some lost power. 

On the day of the Dali crash, Godden said his company contacted the U.S. Coast Guard to offer samples of the fuel Centerline provided in New Jersey. The Coast Guard said it would get in touch if needed. Centerline hasn’t heard back, Godden said.

The Coast Guard referred questions to the group of agencies investigating the bridge collapse, which said in an email only that “the cause of the collision is currently under investigation.” 

NTSB Chair Jennifer Homendy said shortly after the crash that investigators would take a sample of the Dali’s fuel and test it for contaminants. 

The NTSB said in an emailed statement this week that it “has not ruled out any facts regarding the ongoing investigation” and declined to comment further.

A Maersk spokesman declined to comment on the Dali’s fueling. “While we neither own nor operated the M/V Dali, we are closely following the investigations conducted by authorities and the vessel operator as well as conducting our own investigation,” the spokesman, Kevin Doell, said in an email.

McCoy said he’s very interested to find out the results of the NTSB’s probe into what caused the Dali’s systems failure.

“As in a plane crash,” McCoy said, “when the report is written by the NTSB, typically there is a series of events that led up to it and there is not one single thing."

Jon Schuppe is an enterprise reporter for NBC News, based in New York. 

Rich Schapiro is a reporter for the NBC News Investigative Unit.