yacht dodger price

How Much Does a Sailboat Dodger Cost? (Save Money)

Sailboat dodgers are at the forefront to keep you dry and protect you from the wind. So they suffer from wear and tear and gotta be replaced every now and then. The question is: how far will this set you back?

A sailboat dodger costs between $1,300 to $5,000 with circa $2,000 being the average. Material quality and longevity is the price-deciding factor here, not necessarily the boat size.

But as the variety is quite large here, let's have a look at the specifics so that you get your money's worth and don't pay more than you should.

On this page:

Average cost of sailboat dodgers, how to get a dodger cheap, how to get a dodger for a good price, how not to have to buy a dodger ever again, what is a dodger.

Just to make sure we are all on the same page - sailboat dodger is the sheet, as it were, in front of the cockpit, that you can raise or fold down. It usually extends a bit, providing a small roof that overlaps with the bimini. They are made from sheets paired with sort of plastic windows so that you can see through them.

Dodgers can take all shapes and sizes. Sometimes they don't have the see-through part, sometimes it's just a small window. Sometimes they are all made of one piece, sometimes they have detachable parts. Sometimes they are directly connected to the bimini, sometimes they are independent of it.

And sometimes (well, most of the time, in my opinion) they are a bit of an eyesore, and sometimes they actually better the boat design.

Their purpose is to shield the cockpit from whatever may come its way - like water spray. But mostly it's used as a windshield, which can make a surprisingly significant difference to the warmth of the cockpit, even it if's otherwise open.

Dodger Wear And Tear

Now the main issue here is that dodgers are foldable, so they are constantly being put up and down. Pair that with issues with pitching them that result in rough handling, and with people stepping on them when they are folded all the time, and with them being made from soft materials… and with the fact, they are exposed to the elements and you will understand why it is only a matter of time before you have to buy a new one since the old one has broken down.

Dodger Prices

As with anything when it comes to sailboats, it all depends on size and kind. But surprisingly, the quotes for dodgers of various sizes are not that different. Sure there is a difference in the amount of material used, but the designing and stitching work is not that important for a 30 vs. a 50- footer in determining the price.

So when I tell you your next dodger will cost you $2,000, it will be pretty much in the right ballpark. That price is the middle ground.

I know what you are thinking - that's quite a lot of money. Sure, if your boat is worth $200,000 it makes sense, but if you have bought a boat for $20,000 and now you gotta spend one-tenth of its price on a piece of sheet, well you might start thinking whether you actually need a dodger at all.

And that's being on the reasonable side. If you don't want to spend much time looking for a good price and go for premium materials, you will easily end up paying north of $5,000 for a dodger.

Hence this next chapter.

You would not be alone in thinking that dodgers are pricey. That is why when you google 'sailboat dodger', the world's most famous search engine fills in the word 'kit' before the word 'for sale'.

Google indeed is quite an effective sociological probe to what the general opinion on the matter is.

So to answer the main question - yes, you will save money if you get a DIY kit. Expect to pay around $800 for it. This number can of course go up and down a bit depending on the materials chosen, but this is the ballpark figure.

The bad news is that the time, skill, and attention needed to make yourself a dodger is a lot - enough to turn many sailors away from this endeavor and spend the extra money to get things done by a pro. I know that the DIY lovers out there think nothing can stop you, after all, you might have built the boat, but working with sheets is a whole different beast.

The fact that this instructional video on how to make a sailboat dodger is longer than the behemothic extended director's cut of Lord Of The Rings feature film should give you an idea why to many people, it is worth the extra cash not to have to do this yourself.

It is part of the Sailrite Dodger kit , which is well-known.

Oh, and did I mention that you need a special sail sewing machine costing about $800 to make the dodger? Well, now I did. And if I do my math correctly, I get the sailors who turn away from DIY. However, it can be worth the effort if you're into DIY-ing and want a quality dodger for a great price. It isn't the most efficient way, but if you like to make things yourself, it can be a good way to go.

But if you're interested in making your own, here's the full instructional video (it is a great instructional video):

Please know that when I am talking about getting a new dodger, I mean only the sheet and plastic part. The supporting steel bars that hold it all in place would mean another investment, but let us not mention that here, since they rarely break and if, it is usually the joints that are not expensive to replace.

It is possible to get a dodger for as low as $1,300. So if you are set on saving money, look around a lot. Boat show discounts, sale discounts, and all that jazz might save you a bit.

But when you see a $3,000 price mark, don't think you are being taken advantage of. The quality of the sheet matters a lot when it comes to longevity and durability. And as we said in the beginning, these sheets need to withstand a lot. So if you are serious about quality, you can't go with something mainstream like Sunbrella, which is based on purely acrylic weaves. That is just not up to the task when it comes to serious boating.

Instead, something like Topgun by Marchem fabrics or anything with a polyester base weave will do the job well - for a price.

And then there are the plastic see-through parts. They are not in fact plastic, it is some kind of vinyl, and the quality here matters a lot. Since the boat is out in the sun most of the time, you want the kind of vinyl that will not start yellowing after being exposed to it.

Even if you live in cloudier parts of the world, you want something good for the window material. Think Strataglass and similar, kinds that come with some sort of polymer protective coating.

Well, I might have slightly exaggerated that title, but it is not far from the truth. You can always go for a hard dodger.

The upside is that you will end up with something way more durable than a dodger made of sheet is. Also, maintenance will be way easier and you can rest assured that it will last you way longer. You can bid the restitching and repatching farewell.

Not that I would try to sell the idea to you, but another upside is additional places to hold onto on deck, and the option to fit a cockpit light, speakers, or anything that you previously couldn't.

Of course, you can't fold it down, so if you are like me and enjoy the unspoiled view of the flat deck, well, that'd be the end of it. Also, it's more weight up of the desired center of gravity, which isn't ideal performance-wise.

The purchasing price here will be likely easily twice as much as a soft dodger would cost, but then again if you decide to go at it DIY style, it is much easier and cheaper. Not less complicated or time-consuming, but working with hard materials requires less expertise and is much more self-explanatory and googleable than making it out of canvas. And to save money, you can make it out of wood or inexpensive plastic, if you choose to.

Getting a new dodger is not among the most pleasant experiences. It is not as exciting as for instance new sails or a motor, it is way pricier than you would think at first glance and you will have to replace it every now and then in a never-ending cycle of spending.

Getting a hard dodger is a much more durable solution, though a much more permanent one. It will save you money in the long run though. And in the short one too, possibly.

All in all, new dodgers are either about a relatively cheap solution that consists of quality compromises and the inevitable need for more frequent replacement, or about getting high-end materials that will last you twice or three times as long, but end up costing much more.

Choose your poison.

Misleading headline I do not have a dodger. How much would the whole thing cost? how much for the frame, how much to install, how much for the rest? Not answered.

Nauti Canvas Works

You clearly have little knowledge as to what you wrote about. Your opinion of Sunbrella vs Top Gun has little basis. You made no mention of PTFE thread. That along is the biggest indicator that you have not done your research. You made no mention of the degrees of craftsmanship in the trade of marine canvas. Sailrite is a good company but, their videos regarding marine canvas are not always the best way to achieve a quality product. Do your research next time and visit a canvas shop that has a solid reputation and hear it form the horses mouth. Heave ho.

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A bimini for your sail boat is the perfect protection against the elements; wind, rain, sun or mosquitoes. Be comfortable in your yacht at anytime, anywhere. We proudly offer high quality Bimini’s that are specifically designed for your boat using fabrics such as Stamoid and Sunbrella that are not only durable but also waterproof, flexible, mildew resistant and available in many colors!

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The Super-compact Sailboat Dodger

Sailing in general, but especially offshore, can sometimes be a wet experience particularly on a low-freeboard boat like Far Reach, our highly modified Cape Dory 36. So, some kind of protection in the cockpit is helpful to staying dry when the weather turns dirty or the spray starts flying.

The most common solution for protection is to install a full-width dodger which is essentially a wind and spray shield spanning the width of the cockpit. Hard dodgers are sometimes permanently built into the boat and made of wood, fiberglass, or sometimes aluminum. But most often they are fabric stretched over stainless-steel or aluminum tubes.

While the canvas can be removed and the frames folded down, most often they are left up. It is also common to add additional protection including overhead canvas (sometimes with solar panels on still more overhead framing) and all-weather side curtains that can be zipped on or off as the conditions dictate. These elaborate and expensive enclosures provide extensive protection for those in the cockpit (see “ Solving the Dodger Dilemma ,” Practical Sailor, November 2022).

I have always enjoyed the graceful lines of traditional sailboats whether they’re an 1898 pilot cutter, early S&S design such as Dorade or Stormy Weather, or designs influenced by the Cruising Club of America, such as Carl Alberg’s Cape Dory line. Thus, I was easily drawn to the gentle spoon bow, traditional transom and graceful sheer of my own boat, a Cape Dory 36. And while I made many changes to Far Reach during our extensive rebuild (a taller rig, longer bowsprit, raised bulwarks, and stout boom gallows), I wanted to retain her classic lines (see PS November 2022–March 2023).

WHY A PRAM-HOOD?

Very early in the rebuild I decided I did not want a full-width dodger. While I wanted protection over the companionway, especially when the top hatch is slid open, there were several reasons I decided against it. The first is while I saw a few boats with beautifully integrated dodgers (hard and soft) that fit artistically into the overall design of the boat, often they looked like an afterthought focused primarily on the utilitarian function of blocking wind and rain with little regard to the overall aesthetic beauty of sailboat design. To be fair, it is exceedingly difficult to design something as large as a dodger that is both effective and barely noticeable at the same time.

The second reason is that most of the dodgers I saw were quite large and I reasoned they would add significant windage to the front facing profile of the boat. While Far Reach is not a race boat, windage adds drag that can slow down a boat going to windward. Windage can also cause a boat to dance around at anchor and cause it to drag.

I sailed Far Reach essentially engine-free for five years and during that time I had little recourse if the anchor dragged. I could either quickly get a second anchor down or buoy and slip the anchor and sail out of danger. So, keeping windage down was a consideration from the beginning. Many boats out cruising today are not just encumbered by dodger-induced windage but also extensive canvas enclosures, solar arches, wind generators, davits, large inflatables, and additional fuel and water cans strapped along the side decks.

All these accouterments and conveniences add windage to the boat as well make access to the deck more difficult. They can interfere with winches and fairleads, forcing compromises. I wanted to avoid as much of that as possible.

The third consideration is that dodgers and their accessory canvas enclosures can obstruct the crew’s vision of the sails and hinder vision outside the boat, making it harder to see tell-tail signs of wind angles, approaching gusts, nearby boat traffic, and other hazards. Having sailed on a wide variety of boats, small and large, I dislike feeling cocooned in the cockpit and separated from the physical environment, which I relish as part of my sailing experience.

And lastly, large elaborate dodgers, while offering a lot of protection, can be quite expensive. A price of $4,000 to $5,000 is not unreasonable for a quality dodger, not including additional foul-weather enclosures for a boat the size of Far Reach. I have a friend who spent well over $10,000 on a dodger—stainless-steel frame, canvas, and additional foul-weather enclosures.

As I thought about what kind of dodger to choose for Far Reach, I kept returning to pictures I had seen of a simple DIY pram-hood (sometimes called a spray-hood) that Lin Pardey and her late husband Larry used on their famous 29’6” Lyle Hess designed wooden cutter Taleisin.

As I began to research pram-hoods I began to notice there were some beautiful boats using them. Along with Taleisin, another well known and highly successful blue water sailboat using a pram-hood, is the beautiful wooden S&S 40’ sloop Sunstone. She was sailed for more than 30 years all over the world by Tom and Vicky Jackson. I noticed many Swans had pram-hoods over the amidships crew companionway hatch. My friend Kaj Jacobson also built a lovely pram-hood for his gorgeous self-built Hess 34, Astrid ( www.knjwoodworking.blogspot.com ).

DESIGN CONSIDERATIONS

After careful consideration it was clear we should give the pram hood a try. Pram-hoods typically provide protection strictly for the companionway, their width determined by the size of hatch opening (our pram hood is 30-inches wide). The height is determined by the ergonomics necessary to access the companionway as well as aesthetic considerations. The fabric, stretched over bows (usually two), extends forward over the companionway as well as to the sides.

The pram-hood might be angled aft a bit providing limited protection from side spray or rain being driven into the cockpit from the side or aft. The greatest protection a pram-hood provides is generally from rain or spray coming from forward and abeam, although it provides sun protection to the interior of the boat as well.

Our first pram hood was effective and affordable. We built it based on the Pardey’s design. To get the design right, I corresponded with the Pardeys and they were helpful answering all my questions. The materials included semi-flexible 1-inch diameter black irrigation tubing, brackets made from scrap silicon bronze, ¼-inch thick ultra-high molecular weight strips we purchased from McMaster Carr, some ¼-inch shock cord, and vinyl fabric called Stamoid. It was easy to build and quite effective. Total cost was about $200.

The key was a clever but simple bi-fold hinge system. The hood was low profile. As you entered the companionway, you simply pushed the single bow forward to fold it down a bit, and let it go so the hoop sprang back up over your head.

It was easy to install and remove, and could be stored flat. It was effective keeping the rain and spray out of the companionway. The concave shape on the front side, due to use of a single bow, meant there was not much room under it and the visibility while under the hood was limited since there was no window.

I liked its low profile. Most times you did not notice it was there, so it did not detract from the boat’s clean lines. We sailed with this pram-hood for about five years and 7,000 miles including some rough winter passages to the Virgin Islands from the US East Coast. My experience with this simple system convinced me the continued use of a pram-hood was the way to go.

A MODIFIED PRAM HOOD

In 2020-2021, despite some reluctance on my part, we decided to enter the 20th Century and finally installed a small inboard engine in Far Reach. During that time, I began thinking about modifying the original pram-hood to provide a little more room inside the enclosure and also add a window for improved visibility. I found, especially singlehanding, I spent a lot of time sitting on the bridge deck, legs inside the boat, protected behind the spray hood.

I examined ways to modify our existing hood by adding a second bow. I took it to a trusted canvas shop and they thought it would be difficult to make the kinds of mods I wanted and still make it foldable. Because I liked the pram-hood concept and was generally pleased with our hood, despite its few limitations, I began thinking about a slightly larger more robust foldable design with windows but still easily removable.

I started the design process by making some sketches of various bows and shapes. Next, I drew out different size hoods on a profile drawing of the boat to see how they looked aesthetically.

I wanted the new hood to be bigger than the original but small enough that it did not draw attention to itself. I wanted the observer’s eye to still be drawn to the boat and not the pram-hood.

One of the limitations we face on Far Reach is the distance between the aft face of the mast and the forward edge of the companionway is 8’6” but our Fatty Knees hard dinghy is 9’ long. Thus, the hard dinghy stowed inverted on chocks between the mast and companionway overlaps the hatch opening a small amount. The overlap necessitated the pram-hood be designed so as to avoid contact with the transom of the dinghy. The hood must pass under the transom yet provide complete rain and spray protection over the companionway.

To make fabrication of the hood easier and to better understand my design requirements, the next step was to make an accurate wood mock-up of our companionway opening. After building the mock-up and carefully confirming the measurements, I used the design drawing to fabricate a simple PVC tube pram-hood frame. I used scraps of plywood to make crude hinges so the hood could fold forward.

I played with the mock frame and made some adjustments till I thought it looked right and worked properly. I then took it to our canvas shop and discussed the design with them. They thought it wouldn’t be too difficult to accommodate the overhanging dinghy transom. They also said if the mock-up was accurate there would be no need to make visits to the boat which would save some money.

They believed they could incorporate a batten as a kind of spreader bar to keep the hood under the transom of the dinghy. They could not, however, bend the SS tubes to the tight radius I wanted for the frame. I was going to have to find a fabricator with the tools and skills to bend the frames to the radius that I wanted.

I visited with a SS fabricator who previously had done an excellent job welding a SS bracket on my stove. We discussed the design in detail. I left the mock-up with him along with a detailed drawing. A week later I had a beautifully built 316 SS pram-hood frame. I returned to the canvas shop with the wood mock-up and the SS frame bolted in place. In about a week, the canvas shop had built a cover using white, heavy duty Stamoid fabric which I requested because it is completely water proof, durable, and would blend in with the boat. As discussed, they made the cover with five windows all with snap covers to protect the windows from sun damage.

The new design was easy to secure to the companionway with a single hinge on each side of the hatch rails. I also incorporated the bronze inserts I had previously used to secure the original pram-hood fabric to the sea-hood, which houses the hatch when it is slid forward. I installed a small 30-inch wide PVC bolt-rope sleeve called a Costa track to the aft end of the sea-hood (the hatch slides forward under the sea-hood). The forward end of the fabric slides into the Costa track so that it is locked into place.

I also installed bronze pad eyes on the rear face of the cabin top to secure ¼-inch double-braid line to keep the frame in position but which can be untied to allow it to fold forward. Shock cord could also be used in place of the double braid. The pram-hood fabric and frame can be removed quickly and easily. When removed, the frame folds compactly and is easy to store in the boat.

The hood was easy to install. It fit perfectly. The windows let an exceptional amount of light into the boat via the companionway. The new slightly larger hood permits me to stand on the companionway ladder, with the hatch slid forward, well protected under the pram-hood. I have great visibility except straight forward due to the inverted dinghy but that’s to be expected. At anchor, with the dinghy in the water the visibility forward is superb.

ACCESSORY AWNINGS

Just like sailors who have a full dodger, we incorporated additional canvas to augment the spray/rain protection provided by the pram-hood. The first is a 6’x6’ square grey Sunbrella canvas with grommets around the perimeter. We tie off this awning over the cockpit when sailing to provide sun protection. We can use it sailing upwind or downwind.

The sailing awning takes less than three minutes to erect. There are no battens. We tie the front end to the boom gallows frame and the aft end to the back stay. The sides are tied off with short lanyards to the lifeline with rolling hitches. We can move it to one side or the other as well as position it forward or aft depending on the location of the sun to provide the best shade for the cockpit.

The second awning is a larger piece of blue Sunbrella and matches the color of our sail cover. It’s a trapezoidal shape and is about 9-feet long and 8-feet wide at the front end and about 6-feet wide on the aft end. It completely covers the cockpit. At anchor, installing the larger awning requires that I disconnect the mainsheet block and tackle which I place over the boom gallows along with the coiled mainsheet. When we’re motoring or sailing downwind, the mainsheet is not in the way and we can employ the large or small sun awning without difficulty. Even though it is larger than the 6×6 awning it is faster to put up and take down (about one minute) because we incorporated plastic snaps that hook to the life line.

This sun awning extends forward of the pram hood so we can keep the companionway open in anything but a driving rain blowing from the sides. In addition to protection from the sun and rain we use both these awnings to collect rain water.

We also carry a couple sections of heavy mesh fabric called Cool-A-Roo. Gayle sewed a hem into these mesh rectangles and I installed grommets around the perimeter. We can tie these into our sun awning if we want just that little extra shade for a low angle sunbeam that always seems to find a way past the larger awnings.

DISADVANTAGES

There is no doubt a full-width dodger with or without the additional semi-permanent enclosures would provide more protection than a pram-hood alone. Although we have great protection under the pram-hood, on deck in dirty weather we wear foul weather gear appropriate to the conditions. Our ability to use the additional awnings when sailing is limited to more benign conditions.

The pram-hood style dodger is lower profile. It does not detract from the lines of the boat. The pram-hood has less windage at anchor and while sailing and permits better visibility of the sails, wind, water, and surrounding boat traffic and other hazards like buoys and pilings. A pram-hood does not block the breeze in the cockpit, which is important in warm weather or in the tropics. The pram-hood is easier to remove and stow below deck. A pram-hood, even a high quality one like our current hood, is far less expensive than a full width dodger with enclosures.

Since we installed the new pram-hood I have sailed the boat about 4,000 offshore miles and spent six months living aboard sailing in the Virgin Islands. It has exceeded my expectations. For all the reasons described in this article it is a great alternative to the full dodger many sailors might otherwise view as the only option available.

SUNBRELLA, www.maldenmills.com

MCMASTER CARR, www.mcmaster.com

STAMOID, www.sergeferrari.com

Two canvas awnings are an important part of how we gain the additional protection from the sun and rain that a small pram-hood would not otherwise provide. But unlike more permanent solutions, these awnings deploy easily, fold flat, and take up little space when stowed. My wife Gayle made ours at home, and I installed the grommets. This keep-it-simple approach gives us protection that can quickly be struck for maximum visibility, which is our first priority.

The “at sea” awning is a 6-by-6 foot grey Sunbrella. The “at anchor” awning is a larger trapezoidal piece of blue Sunbrella about 9-feet long. The forward edge is about eight feet, the stern edge is about and 6-feet long.

1. Measuring about 6-by-6 feet, the “at sea” cockpit canvas can be carried in moderate winds.

2. Making sure the helmsperson is well protected from the sun during a long passage is a priority.

3. The smaller sea-going shade can be moved around the cockpit according the sun location.

4. The trapezoidal blue cover most of the cockpit as well as the companionway. When the sun is low, heavy mesh at the sides can create additional shade.

When making a substantial investment in canvas accessories like a Bimini top or dodger, it’s easy to “go with the flow,” and accept designs that are patterned to fit contemporary cruisers that make up the larger share of the market. But owners of older “classic plastics” like the Carl Alberg designed Cape Dory 36 might want to take the time to sketch out various options first.

One of the most distinguishing characteristics of many Cruising Club of America-era boats is their low profile. While adding a relatively tall dodger that extends across the cabin top can be a practical (and expensive) addition, drawing a proportional profile view of the boat can help you decide if this is a look you can live with.

1. A tape measure, protractor, ruler, pencil and graph paper can help you pin down support measurements, panel dimensions, and window sizes that you can use to make the dodger yourself, or to guide a professional toward a perfect fit.

2. A profile sketch of the author’s Cape Dory 36, Far Reach, shows how the new pram-hood would appear in a profile view of the boat. A series of sketches of the revised, second generation dodger was used to guide the final fabrication.

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What Is A Hard Dodger? (And How To Build One)

Last Updated by

Jacob Collier

August 30, 2022

‍ When sailing on your boat, you might come across undesirable wet conditions. Since you are on the water, you will likely be wet unless you have a hard dodger.

Staying dry while sailing is a tough task to accomplish, but it is possible. How would a hard dodger help and how do you build one?

Hard dodgers are enclosed structures protecting you and the cockpit from the elements. With this added protection, you are keeping yourself comfortable, electronics safe, and companionways dry. Building one is much cheaper than purchasing, but will also cost you time and patience.

Building a hard dodger should not be a task that is rushed, as you need to allow time for things to mold and take shape. If you are interested in building a hard dodger, you will see the importance and why it is essential for everyday sailing.

According to boaters university, sailing with a hard top dodger significantly improved the experience. No matter your sailing experience, having a hard top dodger makes the process efficient and more enjoyable.

Table of contents

‍ Basics of a Hard Dodger

There are two different types of dodgers, with one being soft and the other hard. Soft dodgers are typically made up of canvas or vinyl, but these are temporary or used on an as needed basis.

Hard dodgers are meant to be permanent and cost more money up front. The enclosed shell surrounding the cockpit, along with the laminated glass windows, protects your boat and offers a clear view for many years.

Benefits of a Hard Dodger

These dodgers offer the best combination of safety, comfort, and reliability. When sailing, you want to have the best of all three worlds and you want to protect your investment.

Protection Against All Conditions

Hard dodgers offer protection to the cockpit and companionways during inclement weather, high wind, or rough waves. Being protected by a hard dodger will be more comfortable during those situations, especially since you can hide under the hardcover.

Since you are underneath a hard dodger, you will be protected from the sun's rays as they will bounce off the top. As for soft dodgers, these will deteriorate over time with the harsh sun beating down on it, so you will be replacing these every so often if you do not remove them after each use.

Perfect View

Since the cockpit is enclosed and typically used laminated glass, you will have unobstructed views when sailing. In most soft dodgers, your view will be blocked by patches of canvas.

For hard dodgers that use laminated glass, these surfaces are easy to clean. If any mold or mildew attempts to form, it can easily be removed within a few seconds and you are back to clear views.

Reliability

The structure of a hard dodger will offer many benefits for years to come. For example, the structure will serve its primary purpose to protect from weather or rough waves, but it also includes secure handholds to safely step down into the cockpit or when exiting.

In addition, it also provides temporary shelter when riding out tough waves or storms. Getting caught out in a situation when you do not have any dodger is bad enough, but a hard dodger can make rough situations more tolerable.

How Much Does a Hard Dodger Cost?

There are not a lot of hard dodger kits for sale online. Instead, you would need to contact a company that builds them specifically for your boat or do one yourself.

Some websites offer kits for soft dodgers that require a special sewing machine . However, you can see how much money you need to spend just for fancy fabric that you will likely need to replace over time.

When it comes to hard dodgers, doing it yourself will save you tons of money over the long haul. Depending on the size of your boat and the materials that you use, you will be spending anywhere between $2,000 and up.

The reason there is not a price cap is because you can essentially add anything to a hard dodger and use about any materials necessary to get the job done. For a rough estimate, expect to spend around $10,000 on average to have good quality for the long term.

To put this in perspective, you might not want a hard dodger if your boat is relatively cheaper. If you have a $100,000 sailboat, or simply want to improve the value of your current one, it might make sense to protect your investment with a hard dodger.

How to Build a Hard Dodger

To begin the process, it would be best to have a cardboard prototype with measurements of your hard dodger that you want to make. If you have an old dodger handy or something of relevance to the size you need, that is a great start.

Having measurements and something to go by is great, especially since you do not want to obstruct your view of the helm. You also want to allow room for movement in the cockpit and navigating in or out of it.

Making the Shell

Use cardboard or something you can easily bend and cut to help make your mold. You will also need tape and something easily bendable with the use of a heat gun like pvc water pipe for mounting points.

Once you have made the shell, simply apply it to your boat and view from all angles. This way you can see how the rough draft will apply in real time and to get a better picture of things to come.

Cut Plywood

Once you are happy with the shape of your mold, it is time to apply that to the shape of plywood. You can use heavy duty marine grade ⅜ inch plywood or regular construction grade.

If you use marine grade, it will stand up to water better if it ever gets wet. However, it is harder to bend and regular construction grade could work just as well.

Once you have made the cut to your plywood, you should test the fit to make sure it works. Simply make adjustments as needed.

Make Bending Frame

Now is the time to make a bending frame for the plywood core. You could use two 2x12 wooden planks with cross pieces that screw on. The planks should be spaced out roughly a third of the width of the dodger, or your fore-aft distance.

It is important to note that you need a leveler and measuring tape to properly check the cuts. Anything that is off just the slightest could result in a warped or bent dodger when the final product is bolted down.

Cut along the profile of the dodger’s bend into two sections of plywood. You will need to screw in the contour pieces to the planks.

You will also need to cut roughly a dozen or so blocks, but do not need all of them, to help stabilize the dodger core. These could be something like 3x3x1, which you will use to evenly distribute along the contour.

Make a mark that will be easy to see when identifying your center line. This will be useful when bolting everything down when applying the core to the frame.

Now you can apply the core to your frame to see if everything fits. When aligning the center of the core to the contour, make sure you can apply enough pressure to allow it to conform.

Once everything is in line, you can screw the core to the frame. Using your center line from earlier, you can easily see the midline of the core and the midline of the frame.

Apply Dodger to Boat

Once you have built the dodger frame, you can now test it out on your boat. Carefully move the completed frame over to your boat and align accordingly.

Bolt down the dodger to the boat with the aligned holes. After bolting down the dodger, make sure you have everything in line before you attempt to do anything else.

You have two options to consider at this point for the next step. You can either remove the dodger from the boat to finish the process in another location or leave it and do all the work from the boat. Keep in mind that leaving it on the boat will require you to work entirely from the boat for the next several days or longer.

Once you have completed installing your dodger and any additional panels that you see fit, you can move onto the clean up process that will add longevity to the dodger. If there are any small gaps, this is not a big deal assuming it does not interfere with the integrity of your structure.

If you have small holes or gaps, this can be filled later with epoxy or wood filler. Keep in mind that you want something that is going to be easy to sand. You are going to want a smooth surface later to apply a coat of sealant and paint.

In addition, look for areas along edges to apply fiberglass tape, epoxy, and edge reinforcements. This will make the finishing process easier and give it a cleaner look while also stabilizing the frame.

Additional Features

Before you begin adding glass and sealant to your hard dodger, this is a great time to add any additional features such as speakers, opening hatches, solar panels, or anything you desire. Now that you have the frame in place to your liking, it is easier to add these features than after it is completed.

You do not have to have everything a perfectly snug fit. This will all be covered later in the clean up process, so do not stress over small gaps.

If you see an opportunity to make holes bigger for electronics or other features, now is the time to do so. You will have plenty of opportunity to fill everything with paint and epoxy later.

Adding Fiberglass

With the dodger perfectly in place, now is the time to add fiberglass. You should install temporary support systems to avoid any shape distortions wherever you are going to place the fiberglass. This is as simple as using tape, cloth, and your favorite epoxy.

Once you have installed the fiberglass, you need to make sure every corner or gap is filled. Simply continue to use epoxy in places where it is needed and remember that you can sand any excess later.

Sanding, Painting, and Applying Dodger

One of the most rewarding steps is to clean up the dodger. All of the love labor you have poured into this project now gets the flavor to suit your taste.

Finish sanding down the dodger and clean up any areas to provide a smooth surface. You also need to make sure there are not any unlevel spots, so using a fair compound to fill in these areas will need time to cure and sand later.

After you have sanded to perfection, you can paint the dodger to any color of your liking. For simplicity, most people stick to white.

The paint will need to be either an oil-based rust-proof paint or a single-component polyurethane. Whichever one you choose, you need to continue using that specific application or it will not stick properly over time. If you do not like that particular application, you would need to sand it all off and start again.

The easiest to use is an oil-based paint that is marine grade, or at least stands tough in water. This paint also works well when you want to apply a thing coat to give your dodger a fresh look over time.

If you have intentions of standing on top of your dodger, it would be wise to add some form of non-skid. This could be crushed walnut shells or sand over several coats of paint. Without non-skid, your dodger top will be like ice if you plan to step on it.

Once everything is painted, you can add the dodger to your boat if you had chosen to work at another location. Whether you are bolting it down now or previously in the process, make sure your bolts are heavy duty and rated for rough conditions.

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Born into a family of sailing enthusiasts, words like “ballast” and “jibing” were often a part of dinner conversations. These days Jacob sails a Hallberg-Rassy 44, having covered almost 6000 NM. While he’s made several voyages, his favorite one is the trip from California to Hawaii as it was his first fully independent voyage.

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The harsh elements of New England weather not only do a number on your boat, but also can leave you and your crew ravaged, as well. Our custom fitted dodgers for your boat are rugged and UV resistant, providing cover from wind, rain, sea spray, and the intense summer sun. A dodger allows you to comfortably remain on deck in inclement weather, and lets you enjoy fair weather without turning into a boiled lobster.

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Artful Dodger 49' Hanse 495 2011

This vessel is no longer on the market.

Artful Dodger is a 2011 49' Hanse 495 in good condition with numerous recent updates. She offers a Volvo-Penta D2-75 72 HP auxiliary, Fisher Panda 4 kW generator, bowthruster, watermaker, solar panels, newer electronics, sails and canvas, 2 cabin, 2 head layout. Artful Dodge has been a private boat with no chartering. The sellers have invested a huge amount in Artful Dodger during their ownership, including recently repairing the common grid to hull adhesion issues commonly found. The sellers also recently converted Artful Dodge to a 60 cycle from 50 cycle electrical system. Artful Dodger is stored on the hard until she sells, but she is accessible for inspection anytime.

Specifications

• Price USD: $ 266,250

Annapolis, Maryland, United States

• LOA: 49 ft in
• Display Length: 49 ft
• Beam: 15' 7"
• Water Capacity: 172 gals
• Fuel Capacity: 79 gals
• Engine Details: Volvo-Penta D2-75F
• Engine 1: 75.00 HP
• Engine Fuel: Diesel
• Days on Market: INQUIRE

+ 49' Hanse Vessel Walkthrough

From the bimini covered cockpit, step down through the companionway into the salon to find the galley and a TV on a lift to port, 3-sided seating with storage to starboard, auxiliary and generator access centerline aft, a companionway port aft to the master stateroom head and stateroom, nav station starboard aft and a companionway starboard aft to the master stateroom. Walk forward and there is a guest stateroom with an ensuite head and separate shower.

The headroom in the salon is 6'5", 7'1" in the guest stateroom, 7' in the guest stateroom shower, 6'7" to 5'8" in the master stateroom, 6'2" in the master stateroom shower and 6'6" in the cockpit.

+ 49' Hanse Accommodations

Artful Dodger offers a master stateroom aft with a centerline queen size berth and a guest stateroom forward with an island queen size berth and an ensuite head and a separate shower. The master stateroom head with enclosed shower is to port forward of the stateroom and aft of the galley. The salon seating converts to two single berths also.

+ 49' Hanse Salon

The salon offers a flat screen on a lift centerline forward, storage cabinets, side windows, 4 portlights, 2 overhead hatches, 3-sided seating with storage and a double pedestal wood table to starboard, laminate wood sole, steps aft to the cockpit and auxiliary and generator access.

+ 49' Hanse Galley

The galley is to port in the salon.

• Meile microwave oven
• 3-burner propane cooktop and oven
• Isotherm under-counter refrigerator
• Vitrifrigo under-counter refrigerator/freezer
• Double stainless steel sinks
• Storage drawers and cabinets
• Corian countertop

+ 49' Hanse Dining

Dining space is available at the salon table or the cockpit fold-up tables.

+ 49' Hanse Master Stateroom

The master stateroom aft offers a centerline queen size berth, shelves, storage drawers and cabinets, hanging locker, 2 windows, 2 portlights, nightstands, fan, reading lights and laminate wood sole. The head with enclosed shower is port forward of the stateroom.

+ 49' Hanse Guest Stateroom

The guest stateroom is forward and offers an island queen size berth, 2 fixed portlights, shelves, storage cabinets and drawers, 2 hanging lockers, 2 Lewmar overhead hatches reading lights, fan, laminate wood sole and an ensuite head and a separate shower.

+ 49' Hanse Cockpit

The cockpit offers a helm on each side, fold-down transom/swimplatform, fresh water shower, propane locker, bimini, dodger, teak deck, seating on each side with storage and 2 fold-up tables.

+ 49' Hanse Audio/Visual Equipment

• Flat screen TV on a lift in the salon
• Akai ADV-6017 DVD player in the salon
• JL Audio Media Master 50 stereo in the salon
• Polyplaner exterior speakers
• Clarion interior speakers

+ 49' Hanse Electronics

• Raymarine Radar (2021)
• Raymarine Axiom 12" multi-function display (2021)
• Raymarine autopilot (2021)
• 5 X Raymarine i70 multi-displays at each helm (2022)
• Raymarine VHF
• Plastimo magnetic compass
• Barigo clock and barometer

+ 49' Hanse Electrical System

• Fisher Panda 4 kW generator
• 30 amp shore power cord
• E Marine System wind turbine control
• Philippi electrical panels
• Victron Energy VE Bus multi-control
• Victron Energy Orion 360 watt isolated DC/DC converter
• 4 X Yangtze 360 watt solar panels
• 12 vdc outlet in the cockpit
• 4 X new Victron Energy AGM batteries

+ 49' Hanse Engine/Mechanical System

• Volvo-Penta D2-75F 72 HP auxiliary
• Volvo-Penta MS150S-B gearbox
• Teleflex engine controls
• Max bowthruster
• Flagship Marine reverse cycle air conditioning/heating system
• Jabsco electric heads

+ 49' Hanse Deck Equipment

• Lewmar anchor windlass
• Plow anchor
• Stainless steel anchor roller
• Stainless steel rails fore and aft
• Double lifelines on stainless steel stanchions on each side
• Boarding gate on each side
• Fold-down transom/swimplatform
• Stainless steel arch aft
• Aluminum pop-up cleats
• Folding aluminum gangway

+ 49' Hanse Tender

• Nissan 18 HP 4 stroke outboard
• Arch davit system

+ 49' Hanse Safety and Fire Protection

• Plastimo manual bilge pump
• Fire extinguishers
• 2 X liferings

+ 49' Hanse Sails and Rigging

• Double spreader aluminum mast and boom
• Selden 400TD roller furler
• Selden Rod Kicker boom vang
• Pfeiffer Mainsail and forsail travelers
• Navtec adjustable backstay adjusters
• 4 X Lewmar 54 self-tailing winches (2 electric)
• Spinlock sheet brakes
• Sobstad sails (20210

+ 49' Hanse Exclusions

• Sellers' personal belongings

+ 49' Hanse Disclaimer

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

Engine hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters. The broker cannot guarantee the true hours. It is the responsibility of the purchaser and/or his agent to verify engine hours, warranties implied or otherwise and major overhauls as well as all other representations noted on the listing brochure.

Not all boats listed online are listed with United, but we can work on your behalf. For more information on this vessel or to schedule a showing, please contact a United Yacht Sales broker by calling our main headquarters at (772) 463-3131.

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Who will make a dodger from old one as patter

• Thread starter M. Bishop
• Start date Jun 16, 2005
• Forums for All Owners
• Ask All Sailors

I want to find a place to send my old dodger and have them make a new one, but using the old one as a pattern. Does anyone know of any company that does this?  

Stu Jackson

Locals Most often there are local canvas workers who do wonderful jobs in copying old dodgers. We have one here in San Francisco who did a great job for us. Doesn't help you, but try looking around locally so that you can discuss details. If you send it away and have trouble with it, it's really harder to fix.Stu  

Don s/v Tellico

Get someone local... and have them fit it in the end. They will most likely use the old one as a pattern anyway, and believe me - I speak from experience - there will be problems/changes in the end. If you do it via mail, you won't have any leverage if it doesn't fit properly.  

Jim Rushing

Try Becky's Canvas Shop in Mesquite. If you can't find the telenumber, contact me thru the HOW page.  

Get new from scratch! Old dodgers have a tendency to shrink and stretch and schoosh in various areas depending upon tension, sun, wear, etc. Have your choice of canvas maker come to your boat and make a pattern or take measurements for a brand new unit. Most shops that do that type of work have pattern on hand for most boats. I just had a dodger made for my new boat and I merely told the shop the brand and model. The dodger fit perfectly. I have had several dodgers and biminis made by the same shop with no problems.Jim  

What Jentine Said... ..I have a dodger due for replacement and checked with a local boat canvas place who passed on making it to the old pattern, saying that it is too hard to get a good fit. So, I'll stay with someone near the boat. I did see a company in China who will make them up by using the old canvas, but I've had enough tradesmen tell me it isn't a good idea that I'd not risk it. RD  

dodger from old one Check this site. They just duplicated my old dodger and bimini. The work was excellent and the price was reasonable.  

Richard Bryer

Maybe buy in Canadian $$ Hmm- by the looks of the pricing on that Island Nautical link you might do much better in Canada. I just had a quote from a company here in Toronto for a dodger for my H34 the price was $900 Cdn for just the sunbrella- using the existing frame. That compares to 1250 USD on that site 900cdn equals about 720 US. The company is Island Canvas. They do a lot od work on Hunters for the largest dealer here. What I have seen of their work it looks to be pretty good. Lady's name is Abby- 416 366 6024Maybe I should start a business exporting boat canvas  

Ed Hanley14076

New dodger I presume you are talking about replacing the fabric on existing frames. I set out to do that by copying my old material and found it was a lot, lot easier to put the frames up with some non-stretch tape holding the forward and after frames in their correct relative positions, then pull the new material across them and mark it with a soft pencil. It turned out perfectly.  

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Product Overview

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The concept of rugged aluminium centreboard boats is well proven, but can a boat displacing 14 tonnes when loaded sail well in the light airs that predominate during summer in cruising areas such as the Med, northern Europe and even the Arctic? And can hybrid propulsion work in that context? The chance to jump on the first Ovni 430 to leave the yard during September’s heatwave provided clear answers to both questions.

First impressions of the Ovni 430 are of very practical and seamanlike arrangements, with acres of flat deck space, deep bulwarks, plus solid metal handholds, mostly near waist height. There are also plenty of mooring cleats, a capacious deep chain locker and our test boat was also fitted with substantial granny bars at the mast.

The standard of finish on deck is high, with welds ground perfectly smooth, neat paintwork and the general feel of a well specified, comfortable yacht. It’s a marked contrast to Ovni’s trademark raw aluminium topsides that resist knocks and dings so well.

We set out from Les Sables d’Olonne in a dying southerly breeze, under mainsail and an all-purpose gennaker in just six knots of true wind. Not so long ago most yachts of this size and weight would most likely have needed at least 10 knots of wind to get moving. But not in this case – we consistently made just over four knots, representing an impressive 70% of true wind speed.

Purposeful new centreboard design for most cruising waters. Photo: Christophe Favreau

The Ovni 430 is Ovni’s first model with an additional chine in the bottom of the hull, which reduces wetted surface area. The twin angled rudders are mounted well outboard on this chine and the steering has been re-engineered to give a more direct response.

Despite the very light conditions, and the boat’s substantial weight, the helm felt positive at all times. Even with boat speeds as low as two knots, it was responsive and predictable, without oversteer and with a directness of feel that belies the hefty displacement. This is all the more impressive given the necessity for the rudders to be relatively short, with a low aspect ratio, to enable the boat to dry out on its flat bottom. By the time we swapped to the Code 0 the wind had died to less than four knots, with boat speed under sail struggling to get much above half that.

But adding a small boost from the electric motor – our test boat is the first-ever Ovni with hybrid propulsion – made a huge difference.

The Ovni 430 on test proved adept at silent motorsailing in light breeze. Photo: Christophe Favreau

A silent nudge

Just 3.3kW of propulsion power more than doubled boat speed to 4.4 knots, markedly improving range before needing power from the range-extending 11kW Fischer Panda diesel generator. Unlike motorsailing with a diesel propulsion engine, the only audible sound is a very low level from the gearbox – a noise that’s normally drowned out by the racket of even the best soundproofed internal combustion engines.

With this combination of sail and motor, we could have continued for more than six hours before depleting the 28.8kW lithium-ion phosphate battery bank and resorting to the generator, despite there being only four knots of true wind.

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The genset is far quieter than any diesel propulsion engine thanks to a soundproof box and very soft mounts. The hybrid arrangement also allows for a smaller propulsion battery to be specified than for electric-only boats. Yet the expectation is it will rarely be used – the test boat has 900W of solar, while the electric motor’s regeneration mode produces 300W when sailing at 4.5 knots, a figure that increases exponentially with speed. There will be many occasions, therefore, in which the batteries can be fully replenished while on passage.

Expansive foredeck is emphasised by full bow sections. Photo: Christophe Favreau

Step change in style

This boat is a development of the Ovni 400, launched only three years ago, which itself was a big move for the yard. Its step change of style, with near-vertical topsides, a rounded reverse bow and proportionately longer waterline represented major changes compared to earlier generations. The Ovni 430 uses the same hull with a few modifications, including wider sections in the forward two-thirds of the boat that increase both form stability and volume in the owners cabin.

Despite its bulk and weight the 430 proved responsive. Photo: Christophe Favreau

As well as the additional chine in the lower part of the hull, builder Alubat changed to what it calls ‘semi thick’ construction for the Ovni 430. This uses 10mm aluminium for the bottom plate, 8mm for the rest of the hull and 6mm for deck and coachroof. By contrast, earlier models, including the Ovni 400, used 8mm alloy plate throughout. The Ovni 430 therefore has a lower centre of gravity and greater stability, yet the important bottom plating is thicker and more resistant to damage.

As standard the Ovni 430 has a conventional pin-head mainsail, with an 8m2 larger square-top sail as an option. Running backstays are needed for this configuration, though spreaders are well swept back, giving the rig support when gybing in lighter airs. In stronger breezes, with the first reef tucked in, the sail clears the runners, so both can be kept in tension. There’s a choice of a permanently rigged roller reefing staysail, as on our test boat, or a sail set flying on a furler that can be removed when not needed.

Both the deck saloon and the classic saloon option of the test boat (pictured) include a raised navstation. Photo: Christophe Favreau

Two easy steps behind each helm station lead to the side decks. Cap shrouds are taken to the outside of the hull, via substantial aluminium chainplates welded to the structure, while lower shrouds terminate next to the coachroof sides, leaving a clear passage along the side decks. However, trips to the foredeck in anything other than comfortable conditions should be rare.

Most controls, apart from jib, staysail and spinnaker sheets, are handled at the companionway, under the protection of the optional solid aluminium doghouse fitted to the test boat. This offers great protection from the elements, yet doesn’t interfere greatly with visibility from the twin helm stations.

Alubat offers a number of options for mainsail reefing, with the boat I sailed having a single line system for the first two reefs, plus separate leech and luff pennants for the third. Decent roller bearing cars for the luff track further ease the effort associated with handling the mainsail.

The raised nav station. Photo: Christophe Favreau

Three electric winches also help minimise physical effort. These include both primaries, which are ergonomically mounted inboard on pedestals aft of the seating around the cockpit table. The starboard companionway winch is also electric and is used for both the main halyard and the 700kg ballasted centreboard.

There are plenty of pockets for rope tails in the coamings, and under the inboard winch pedestals. Unlike earlier Ovni models the mainsheet is no longer taken to the stern arch, but still uses the same concept of identical systems port and starboard that are led to the coachroof instead. This works well, giving control of sail shape while also stabilising the boom. A smaller arch aft supports the dinghy davits, plus some of the solar panels and is more neatly integrated with the pushpits than on the 400.

Manageable volume

With one exception, changes to the interior of the new model are mostly minor compared to the 400. These include more volume in the forward owners cabin, plus a greater amount of stowage throughout. The wider forward hull sections allowed the front of the coachroof to be widened by 235mm, creating a greater feeling of space in the saloon without compromising side deck width.

Wider forward sections increase space in the owner’s cabin. Photo: Christophe Favreau

At the same time, freeboard is reduced by 9cm, lowering the boat’s centre of gravity and making it easier to step off onto a pontoon. A step down into the forward and aft cabins from the saloon means this was achieved without reducing headroom. The boom is also slightly lower and headsails are tacked a little lower, increasing sail area without adding air draught.

The big change for the interior of the Ovni 430 is a new deck saloon option. This variant has the same exterior dimensions and structure as the classic saloon on our test boat, but has a raised dining area that allows a view through the coachroof windows. By contrast, in the classic model when seated you can only see out through a single hull window each side in the saloon. Both versions also have a neat raised navstation that allows a view out of the coachroof windows.

The large linear galley to starboard, which benefits from good stowage and worktop space, is also common to both. Our test boat was equipped with a GN Espace marinised induction hob, electric gimballed oven, as well as space saving and ergonomic sinks and Gastronorm storage units and utensils from the same company.

A useful technical area aft of the heads includes a single bunk with an aluminium base under the mattress, allowing this area to double as a workbench. It also gives access to all the electrical components and the generator.

A large technical area includes plenty of space for genset and electronics. Photo: Christophe Favreau

Returning to port using 4.2kW of electric propulsion at an average speed of 4.5 knots gave plenty of time to pack the boat away, without depleting the battery bank more than necessary. At this point the OceanVolt display showed 82% charge remaining, with around 4.5 hours range left at that speed.

Above modest speeds wavemaking resistance increases exponentially, so boat speed of a shade over six knots required 22kW of power, equating to little more than an hour of range under electric power alone. Running the generator would double this and a larger genset could be installed to extend range at higher speeds to a level where diesel tankage is the key constraint.

The first boat’s Canadian owners, who bought an Ovni to fulfil a long-standing ambition of sailing across the Atlantic, are very happy with the system and installation. They have yet to need to run the generator in anger, though point out the Oceanvolt throttle control lacks the feel of a conventional unit, even though electric car manufacturers have solved this issue.

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The Ovni 430 is a new interpretation of a successful concept and a significant update, while still representing evolution rather than revolution. The changes may not appear major on paper, but they add up to a boat that’s easier and more appealing to spend long periods of time on board. It’s more manoeuvrable, yet also more reliable thanks to elements such as a tunnel bow thruster in place of a retractable unit, and the rope system for lifting the centreboard instead of hydraulics. In addition to well appointed arrangements on deck and neatly installed systems, the comfort factor is a very important attribute for Ovni’s customers and has been addressed successfully. Add in the low maintenance unpainted topsides and you get a very appealing result. As for the hybrid propulsion system, once more owners experience the benefits at first hand – including the quiet odour free operation, potential for significant range with long periods of autonomy, plus reduced maintenance – many more will surely opt for it.

MLB beer prices by team: See where drinks, hot dogs are cheapest at stadiums across league

It's no secret that stadium food isn't always the cheapest, but beer and hot dogs can cost you a lot more based on where you buy them − as much as three times more.

USA TODAY obtained hot dog and beer prices at 28 MLB stadiums, highlighting which stadiums have the cheapest and most expensive value options. Prices were obtained via teams, food management companies or independent verification.

Only two teams were not involved in the data; the Chicago Cubs and their food management company, Levy Restaurants, did not provide pricing information after multiple requests. The Tampa Bay Rays , also represented by Levy Restaurants, declined to participate. 

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The Miami Marlins have the cheapest hot dog prices in the league, costing $3. They are followed by the Atlanta Braves ($3.99), Minnesota Twins ($3.99), Milwaukee Brewers ($4) and Seattle Mariners ($4).

On the opposite side, the Baltimore Orioles have the most expensive hot dog in baseball at $8.25. The Orioles are followed by the Oakland Athletics ($7.79), St. Louis Cardinals ($7.75), San Francisco Giants ($7.75)  and San Diego Padres ($7.75).

How much does beer cost at an MLB game?

Beer prices differ by stadium not only because of where the alcohol is being sold, but also because the sizes can range from 12-ounce cans to 16 and 24-ounce drinks.

Beer prices in this analysis − which were provided via the teams, food management companies or independent verification − represent the cheapest beer option available at each stadium. To compare beer prices by team, drink costs were divided into price per ounce. 

By price per ounce, the Mariners have the cheapest option at 33 cents per ounce for their 12-ounce cans, which cost $4. The five cheapest options included the Braves (42 cents), Twins (42 cents), Marlins (42 cents) and Toronto Blue Jays (47 cents).

The Los Angeles Dodgers have the most expensive beer at 99 cents per ounce for 16-ounce cans, which cost $15.99. Beer at Dodger Stadium cost 30 cents more per ounce than any other team. The second most expensive beer per ounce is 69 cents, which is shared among six other teams (Detroit Tigers, Cincinnati Reds, Chicago White Sox, Padres, Brewers and Orioles).

Hot dog, beer prices at each MLB stadium

How are food and drink prices set.

Jamie Obletz, president of Delaware North Sportservice, which is the food management company for 10 teams, said a variety of factors go into determining the prices at each stadium, but “at the heart of it is supply and demand.”

“You see a pretty broad spectrum or pricing across different areas of the ballpark, across different products, across different types of quality of product,” Obletz told USA TODAY. “I think where most of the industry has landed, including ourselves, is trying to make a pricing scheme that works for all audiences.”

Price-setting typically happens in the preseason, but negotiations between both sides can last all the way up until the day before the season starts. 

Obletz added as much of it is a collaborative process between teams and food management companies to set pricing, it’s common for some back-and-forth to happen what price should be used for items. 

“The industry has evolved to a level of sophistication where these disagreements aren't as significant as maybe you would think outside looking in,” he said. “It's more on the margin or the fine tuning or ‘how does this work?’”

Some teams also have value games where prices are cheaper than most games. For example, the Detroit Tigers have $3 hot dogs on Tuesdays instead of the normal price of $6.29.

Does fan input matter in setting food prices?

It’s rare for prices to be changed during the season, but it can happen if fan or team feedback pushes enough on it, like a certain item costs more than fans are willing to pay for. Obletz said companies are always looking for feedback, which can be used to determine any midseason changes or changes for next season.

“Yes, we're all economically driven. But at the end of the day, you're trying to maximize that gameday experience for the fans, to keep them returning to that venue for the long term,” he said. “Objective number one, in my view, is to provide that value proposition and meet the guests or meet the customer where they want to be met.”

Best MLB betting offers: Bet $10 and get $100+ in bonus wagers with our link at BetMGM

Follow Jordan Mendoza on Twitter:  @jordan_mendoza5 .

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Brittany mahomes bikini holds on for dear life ... on yacht w/ gal pals.

Patrick Mahomes ' wife, Brittany , really is a bikini model now -- the Sports Illustrated Swimsuit rookie put her stunning body on display during her vacation in Mexico ... and flaunted some serious underboob in the process.

The Kansas City Chiefs superstar and his longtime partner had a romantic trip in Cabo San Lucas over the past several days ... but on Sunday, it was all about the girls.

Brittany was spotted on a luxurious yacht with at least four other ladies ... soaking up the sun as they lounged on the back deck.

Britt rocked a tiny, orange two-piece for the occasion ... which is something she's quite accustomed to lately, as she was named to SI's newest swimsuit issue back in February.

No word on what all the ladies got into ... but chances are they had Taylor Swift 's new 'Tortured Poets Department' album blaring on the speakers, considering Brittany was super pumped for Travis Kelce 's girlfriend when the project dropped.

It was quite the eventful trip for the Mahomeses -- as we previously reported, the couple was heckled by Raiders fans while out at dinner together last week.

But all good things come to an end ... and same goes for the trip -- after all, the next football season will be here before ya know it.

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Own The Icon, A Futuristic Electric Yacht By BMW Fit For A Bond Villain

Up for auction, The Icon reaches a top speed of 27 knots and can travel over 50 nautical miles on a single charge

by Brad Anderson

• This wild creation by BMW Designworks was unveiled at last year’s Cannes Film Festival.
• The cabin is equipped with futuristic furniture pieces and a 32-inch 6K touchscreen.
• Power comes courtesy of six 40 kWh battery packs from the BMW i3.

In some ways, The Icon, a futuristic boat from German manufacturer Tyde that was designed by BMW group subsidiary Designworks, is a bit like the Tesla Cybertruck. Just as the latter threw out the rule book for conventional pickup trucks, The Icon is vastly different from any other luxury yacht and serves as the first battery-powered boat of its kind.

Unveiled at last year’s Cannes Film Festival, this creation wouldn’t look out of place on a James Bond film set. The 43-foot yacht boasts a flat trimaran-style hull with a prism-like layout and incorporates hydrofoils, allowing it to hover above the water and generate minimal waves or wakes.

Read: BMW i-Powered Electric Boat ‘The ICON’ Takes Car-Inspired Luxury To A New Sea Level

Almost the entire exterior of the boat is clad in glass, offering an exceptionally airy and light ambiance for passengers, albeit compromising on privacy. While only one example has been produced, it is fully functional and ready for a new home as it goes up for auction.

As mentioned, Tyde’s latest marvel is electric, powered by six 40kWh battery packs borrowed from the BMW i3. These batteries supply energy to a pair of 100 kW (134 hp) electric motors, propelling the yacht to a top speed of 27 knots (31 mph / 50 km/h). At a cruising speed of 24 knots (28 mph / 44 km/h), The Icon can cover over 50 nautical miles (93 km).

A High-Tech BMW Cabin

The boat’s cabin is equally unique and futuristic, adorned with avant-garde furniture and a large yoke steering wheel.  Divided into two lounge areas with a BMW-designed helm station, it features rotating helm seats that enable the space to function either as part of the social area or independently. Each furniture piece is crafted from grainy metal, reflecting sunlight around the cabin like waves on the water.

Crafted by BMW Designworks, the vessel also includes a massive 32-inch 6K touchscreen display at the helm station’s center. It has been designed to look and feel like the BMW iDrive operating system, with voice control also integrated into the system.

Additionally, BMW has installed a Dolby Atmos sound system and enlisted world-famous musician and Oscar winner Hans Zimmer to compose artificial engine sounds for added ambiance.

For those interested, the BMW Designworks boat is currently up for auction at SBX Cars. You can check it out here .