At the time, European yards dominated the art of creating fully developed, double-curved steel hulls, while North American builders were largely restricted to boxy, high-drag chine configurations. Recognizing that the primary builder, Huromic Metal Industries of Goderich, Ontario, lacked the specialized tooling for complex double-curvature plating, Brewer pioneered a brilliant compromise: the radius bilge method. By rolling heavy sheet steel to a gradual radius and welding it as a transition piece between flat plate topsides and the bottom, Brewer achieved a remarkably fair, virtually seamless transition that mimicked a molded hull. This groundbreaking structural technique eliminated the need for the thick layers of plastic filler previously required to fair metal hulls, creating a highly robust, low-drag hull that could be built reliably by small professional shops and even dedicated amateurs.
The interior reflects this no-nonsense blue-water focus. Unlike the mass-produced fiberglass hulls of its era, the Goderich 35 was finished with heavy wood joinery, featuring solid teak or mahogany trimming, oak-ribbed framing, and a teak grate sole. The layout was designed from the keel up for life at sea, prioritizing functional sea berths, a massive, dedicated navigation station, a deep, U-shaped galley to port, and abundant storage throughout.
Variations & Configurations
While most Goderich 35s were executed with a standard 35.67-foot length overall, a waterline length of 28.33 feet, and a 4.75-foot draft, several physical variations emerged over its production run. The most common configuration is the double-headsail cutter-rigged sloop, which features a boom-mounted staysail and a clean, bowsprit-free stem. However, Brewer also provided plans for a traditional ketch-rigged variant. The ketch versions typically featured an extended stern overhang that pushed the LOA to 37 feet, a classic clipper bow with an integrated bowsprit, and a total sail area of roughly 700 square feet.
Further diversity exists in deck configurations. While the standard model utilized a traditional low-profile trunk cabin, Huromic built several highly coveted pilothouse versions. These variants incorporated a raised coachroof with integrated wrap-around salon windows and a secondary interior steering station, allowing for safe, warm watches during high-latitude or foul-weather passages. Structurally, the vast majority of hulls were fabricated using 3/16-inch steel plating, though a handful of custom hulls were constructed in aluminum to Brewer’s identical lines, offering a lighter and corrosion-resistant alternative to steel.
Sailing Performance & Handling
Under sail, the Goderich 35 behaves exactly like the traditional, heavy-displacement blue-water voyager it is. With a displacement of 17,000 pounds and a ballast-to-displacement ratio of 36.47%, the boat sits deep and firm in the water. Its comfort ratio of 33.27 dictates an exceptionally soft, slow-motion ride in a seaway, minimizing crew fatigue over multi-day passages. This stability is reinforced by a capsize screening ratio of 1.79, highlighting its massive ultimate righting energy and superb resistance to knockdowns.
The hull's displacement-to-length ratio of 333.78 confirms its heavy-cruiser pedigree. This mass, combined with a conservative sail area-to-displacement ratio of 15.7, means the Goderich 35 is not a light-air performer; it requires a decent breeze to overcome its initial inertia. However, when the wind rises above 15 knots, the boat comes alive. The modified long keel with a cutaway forefoot and a robust, skeg-mounted rudder provides exceptional tracking, allowing the boat to hold its course for hours with minimal helm correction. The double-headsail cutter rig shines in heavy weather. When a gale threatens, the crew can easily furl the large genoa and sail under a highly balanced, snug, inboard sail plan consisting of a reefed mainsail and the staysail, maintaining controlled speeds of 6 to 7 knots with a steady helm.
Market Snapshot & Economics
On the brokerage market, the Goderich 35 occupies a highly specific niche, trading as an exceptional value for structural purists. It commands a loyal following among long-distance cruisers but is frequently overlooked by coastal recreational sailors due to its maintenance requirements. While the standard fiberglass production boats of the late 1970s suffer from osmosis or deck-core rot, the Goderich 35’s financial viability rests entirely on the condition of its steel plating and coating system.
Because many of these hulls were finished or completed by custom shops or advanced amateurs, buyers must evaluate each vessel on its individual merits. A professionally built and maintained hull with documented coating records commands a premium, whereas neglected projects trade at a steep discount. The refit economics of a steel boat are demanding; if the paint system has failed and extensive rust is present, the cost of sandblasting to white metal and applying multi-part epoxy barrier coats can quickly exceed the purchase price of the vessel.
Known Issues & Triage
The primary threat to any Goderich 35 is corrosion, particularly from the inside out. While fiberglass hulls suffer from structural rot, a steel hull’s life expectancy is determined by its bilge dryness and internal coatings.
- Internal Bilge Rust & Tank Leakage: Water pooling under old blackwater holding tanks and fresh water tanks is a primary source of local corrosion. The spaces directly below the head compartment and galley are prone to localized stringer and hull plating rust due to historically leaking plumbing. Prospective buyers must lift all cabin sole boards and use a camera probe to inspect areas where water can become trapped.
- Foam Insulation Condensation: Ted Brewer specified that these boats be insulated down to the waterline with spray-on polyurethane foam or rigid, glued-in foam panels to act as a vapor barrier and prevent sweat-induced corrosion. However, if the foam has separated from the steel over the decades, condensation can pool against the hull, causing hidden rust behind the cabinetry. Any areas where wood trim or headliners show water staining must be thoroughly investigated.
- Deck Hardware & Chainplate Crevice Corrosion: Stainless steel chainplates and deck-mounted fittings (such as the bowsprit bolts on ketch versions or anchor rollers) welded or bolted to the steel deck are susceptible to crevice corrosion. If water gets trapped between stainless fittings and the mild steel deck, rust bleed will occur. In worst-case scenarios, previous owners may have used cosmetic body filler (like Bondo) to hide pitting around the anchor rollers or bow stem, requiring grinding down to clean steel and re-welding.
- Original Auxiliary Engines: Many of these boats were originally commissioned with underpowered 24-horsepower Volvo Penta diesel engines. For a 17,000-pound vessel fighting a headwind and a strong current, this engine provides marginal power.
Modernization & Upgrades
Veteran owners of the Goderich 35 have initiated comprehensive refits to optimize the boat for modern self-sufficient cruising:
- Electrical and LiFePO4 Upgrades: Replacing the original, heavy lead-acid battery banks with modern lithium iron phosphate (LiFePO4) batteries is a common modernization. This dramatically increases usable amp-hours while saving hundreds of pounds of deadweight. Coupled with high-output alternators, smart DC-to-DC chargers, and high-efficiency solar panel arches over the cockpit, these boats can run refrigeration, watermakers, and modern navigation electronics indefinitely without relying on a generator.
- Re-insulation of Deckheads: During major refits, owners frequently pull down the original headliners to scrap out old, deteriorating foam. Upgrading to 20mm closed-cell foam insulation drastically reduces cabin sweat, dampens noise, and keeps the vessel comfortable in both tropical and high-latitude environments.
- Repowering: Replacing the aging, underpowered original engine with a modern 30-to-40 horsepower diesel (such as a Yanmar or Beta Marine) is a highly recommended upgrade. This provides the necessary thrust to safely maneuver the heavy displacement hull in tight quarters or heavy seas.
- Coating Restoration: Modernization of the exterior involves hauling the boat, sandblasting the hull to near-white metal, and applying modern multi-coat marine epoxy primers (such as Interlux or Jotun systems) followed by polyurethane topcoats, which are far superior to the original 1970s urethane paints.
The Verdict
The Goderich 35 is an uncompromised, blue-water voyaging machine designed for sailors who value ultimate structural safety and proven sea-keeping ability over dockside space or light-air speed. If you can find a well-surveyed hull with an intact coating system, it represents one of the most capable, go-anywhere cruisers available for the money.
Pros
- Incredible structural strength capable of surviving impacts with ice or debris that would compromise a fiberglass hull.
- Pervasive, gentle motion in heavy seas with an excellent comfort ratio and high resistance to capsize.
- Groundbreaking radius-bilge design offers the low drag and classic aesthetic of a round-bilge hull.
- Highly secure cutter rig that is exceptionally easy to handle short-handed in heavy weather.
- High-quality, traditional interior woodwork with excellent sea berths and a professional-grade navigation station.
Cons
- Requires diligent, ongoing maintenance of the paint and coating systems to prevent destructive rust.
- Heavy displacement and conservative sail-area-to-displacement ratio make the boat sluggish in light airs.
- Original 24-hp engines are underpowered and likely require replacement.
- Potential for hidden corrosion behind insulation or under old steel-welded tanks if neglected by previous owners.
