Chesapeake Bay Magazine March 2019

Tiny Christchurch School Takes Down the Sailing Titans—p. 32

TILGHMAN TO THE STARS

MAGAZINE March 2019

A Chesapeake Bugeye’s Space Shuttle Ride

THE OTHER SHELLFISH

Bringing Back Bay Scallops

plus

BAY STORM POCKETS Where to go when the Weather Blows—p. 65

MAR 19 COVER.indd 1

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Volume 48

Number 10

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EDITOR IN CHIEF Joe Evans

Managing Editor: Chris Landers Cruising Editor: Jody Argo Schroath News Director: Meg Walburn Viviano Editors at Large: Wendy Mitman Clarke, Chris D. Dollar, Tom Hale, Ann Levelle, Janie Meneely, John Page Williams Contributing Writers: Jan Adkins, Laura Boycourt, Dick Cooper, Tom Dove, Ann Eichenmuller, Henry Hong, Marty LeGrand, Tom Price, Nancy Taylor Robson, Karen Soule, Bill Sterling

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ADVERTISING DESIGN DIRECTOR Mike Ogar

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E-mail addresses: Editorial: editor@ChesapeakeBayMagazine.com Circulation: circ@ChesapeakeBayMagazine.com Billing: billing@ChesapeakeBayMagazine.com Chesapeake Bay Magazine (ISSN0045-656X) (USPS 531-470) is published by Chesapeake Bay Media, LLC, 601 Sixth Street, Annapolis, MD 21403. $25.95 per year, 11 issues annually. $6.99 per copy. Periodical postage paid at Annapolis, MD 21403 and additional offices. POSTMASTER: Please send address changes or corrections for Chesapeake Bay Magazine to 601 Sixth Street, Annapolis, MD 21403. Copyright 2019 by Chesapeake Bay Media, LLC— Printed in the U.S.A.

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contents On the Cover: Christchurch School sailors roll-tack onto the layline.

Photo courtesy of Christchurch School

CBM

MARCH 2019 / Volume 48 Number 10

Features

32

The Character of Seahorses Tiny Christ-

14

Where We Are Headed

18

church School takes on the sailing giants— Ann Eichenmueller

38 96

to the 38 Tilghman Stars

Astronaut Ken Reightler, Jr. took a piece of Bay history when he went into space—Rafael Alvarez

48

Return of the Bay Scallop The e˜ ort to bring

65

32

48

18

Baltimore, Md.

14

Rockville, Md.

38

Tilghman Island

96

Oxford, Md.

65

Potomac River

48

Wachapreague, Va.

32

Christchurch, Va.

back a ÿ nicky delicacy—Marty LeGrand

Looking back at the Bay from space

p. 38

March 2019

MAR 19 Contents.indd 5

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CBM

contents

MARCH 2019

Columns

24

24

Chesapeake Almanac: Spring Feeding

On Boats: The Comet: The classic

Chesapeake Conservation Corps Universal Sailing Club

Departments

Chesapeake one-design—Tom Price.

8 10 12 22

Wild Chesapeake: Franklin’s Bird

Chris Dollar stalks the capricious wild turkey.

65

Jody’s Log: Storm Holes When the weather

gets rough, Capt. Jody Argo Schroath shows you

the exits.

96

14 18

John Page Williams on the tiny creatures that make up the Bay’s springtime feast.

27 57 65

Talk of the Bay

From the Editor Mail Call Online Bay Calendar

Advertising Sections

Stern Lines: Tred Avon Stars The Star Class World Championships took over Oxford.

74 76 78 87 95

Real Estate Finance & Insurance Boat Broker Showcase Brokerage Advertiser’s Index

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CBM

from the editor

Style Guide

by Joe Evans

Y

ou might not guess from the casual way we dress for work around here, but we take the elements of style seriously.

Chesapeake Bay Magazine style in this case refers to matters of writing usage, spelling, grammar, and colloquial sensibilities around the Bay. CBM has nearly five decades of steady publication in its wake and a highly evolved sense of right and wrong about writing the unique language of the Chesapeake.

Therefore, we always capitalize Eastern Shore in reference to that part of Delmarva, and we also capitalize Western Shore, because it would be unfair to do otherwise.

We always capitalize the word Bay when referencing the Chesapeake Bay because it’s our home and we’re prepared to fight about it no matter what the Associated Press or grammarians in Chicago, Los Angeles and New York have to say.

The question before us this day has to do with the conventional demarcations of the upper Bay, middle Bay, and lower Bay. It came up in reference to a Bay Bulletin news story involving a search area, and we weren’t precisely certain about where the middle Bay ends and the lower Bay begins, and there’s nothing specifically guiding us to the upper Bay line either. Google doesn’t help in this regard, because it relies on the experts, which, in this case, is us.

Throughout three decades of trading critical fishing intelligence

8

ChesapeakeBayMagazine.com

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MAR 19 From the Editor.indd 8

with only my closest fishing confidants, I have considered the Bay Bridge as the upper/middle Bay line.

We threw the question out to our editor-at-large, John Page Williams, who wrote the books—Chesapeake: Exploring the Water Trail of Captain John Smith, Chesapeake Almanac and Exploring the Bay in Small Boats. Williams, a key fishing info source, feels that the upper Bay begins at the Patapsco River and goes with the tides all of the way up to Port Deposit and the headwaters of the Northeast and Elk rivers. The thinking here is that the terms were used long before there was a Bay Bridge, and the dynamics of the Bay have so much more to do with conditions and where the fish are from time-to-time. He reckons that the lower Bay begins at the Rappahannock Shoal Channel over to Occohannock Creek, or maybe as far north as Onancock, on the Eastern Shore and runs all the way through Hampton Roads past the Chesapeake Bay Bridge Tunnel to a line between Cape Henry and Fishermans Island just south of Cape Charles.

Another perspective comes from Mitch Tarnowski, my excolleague at Maryland’s Department of Natural Resources who heads up Maryland’s annual oyster survey among other scientifically nautical adventures. First, he notes that for Maryland’s purposes, the upper Bay begins at a line from Sandy Point to Love Point just north of the Bay Bridge where the topography of the Bay changes dramatically.

March 2019 6/1/18 11:27 AM

1/31/19 2:41 PM

Stay at Campbell’s while visiting historic Oxford, MD. Transient Slips “There are no wide and deep channels above the bridge other than the narrow Baltimore and C&D Canal channels,” he says.

Below the bridge, the Bay widens, the salinity generally increases, and the composition of the Bay’s animals changes. “The Patuxent River marks the southern end of Maryland’s middle Bay, with the waters from the Pax River to Smith Point and the Maryland/Virginia line being Maryland’s lower Bay,” he surmises.

But, what about Virginia?

Contributing writer and author of 10 Chesapeake Bay books Larry Chowning, who anchors the scuttlebutt along the shores of Virginia’s three peninsulas from his desk in Urbanna along the Rappahannock River says, “From Virginia’s perspective there’s basically the upper Bay and the lower Bay delineated by the state line.” He notes that he’s on the middle peninsula, which is legitimately in the middle between the Northern Neck and the Virginia Peninsula.

So, let us know what you think and where it all begins and ends.

We strive to get it right.

And, if you’re not subscribed to Chesapeake Bay Magazine’s free Bay Bulletin, you should be. It brings you the breaking Chesapeake Bay news, no matter what part of the Bay you’re on.

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ChesapeakeBayMagazine.com

9

1/30/19 1:55 PM

CBM

mail call The BOAT SHOW Issue

FIRST LOOK—p.88

Star Class Champions I was looking through the October issue and read the article by Tom Price about the upcoming Star Class World Championships to be held in Oxford.

Mr. Price talked about the history of the boats and then named a group of Olympic and America’s Cup sailors who have won the Star Worlds.

one was built for a lady in Easton and the rest is history. The Comet class took off nationwide.

MAGAZINE October 2018

MURDER AT THE Holland Island Light

plus

TENDING YOUR

OYSTER GARDEN &

THE INS AND OUTS

OF SURF FISHING

Dave McQuay

JAY FLEMING’s

PRIVATEER Makes Its Marque

Following the Trail of

HARRIET TUBMAN Star Class Champions

SET SAIL IN OXFORD

Tilghman, Md.

Editor’s Response I was disappointed that he omitted the names of two men from Easton, Maryland who won the Star Class Worlds in 1929. They were the Johnson brothers, Graham and Lowndes, two excellent boat builders, who built their own Star, the Eel, and towed it all the way to New Orleans.

An amazing accomplishment in those days and a great story in itself.

A few years later Lowndes Johnson designed the Comet sailboat. The first

Dear Dave: You are absolutely right about the omission, but it’s not Tom Price’s fault at all. It’s mine.

Tom has written a piece for this issue on the Comet design and designer Lowndes Johnson. (Page 27) And, he recently bought a wooden Comet, which he’s sailing around even as he brings her back up to snuff.

I added a short list of prominent champions to Tom ‘s piece to provide a bit of historical context, and I missed the Johnsons. As a former Star sailor, I am aware of the famous Eel. The Miles River connection slipped my mind.

I appreciate your feedback, and I regret the omission.

Joe Evans

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CBM

online FOLLOW US HERE!

@ChesapeakeBayMagazine on FACEBOOK Keep up to date on what CBM’s been up to, and join us in the Chesapeake conversation.

@ChesapeakeBayMag on INSTAGRAM

VIDEO: New Maryland Dove Replica Ship to be Built The state will spend $5 million to build a new Dove to tell the story of Maryland’s birth. And the entire building process will be on display to the public.

Cheryl Costello explains why the current Dove just won’t do. Watch the video at chesapeakebaymagazine.com/dove. u Read more and sign up for the Bay Bulletin, CBM’s free weeky e-newsletter online at chesapeakebaymagazine.com/baybulletin.

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See the best Bay photos and take part by tagging your own. We host takeovers from awesome photogs.

@ChesBayMag on TWITTER Get your Chesapeake Bay news & views in tidy bite-sized morsels.

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CBM

talk of the bay

Making a Splash Protecting the Bay one conservation corps cohort at a time.

by Dionna Bucci

COURTESY PHOTOS

I

14

’m no superhero, but I did spend a year defending the Bay from evil.

It’s no secret that the Chesapeake Bay faces a slew of complex problems.

From nutrient and sediment pollution to invasive species outcompeting native plants and animals, environmental organizations throughout the watershed have their hands full. Which is why, a year and a half ago, forty-one young environmental professionals and I, fresh out of college, spent a year on the ground protecting the Bay. The Chesapeake Conservation Corps was founded in the 2010 with only sixteen members to “increase access and opportunities to green careers and educate and train the next generation of stewards” in the Chesapeake Bay region.

The Chesapeake Bay Trust, which is in charge of the program, places corps members at various environmental organizations, or “host sites,” throughout the watershed, from small non-profits on the Eastern Shore to a church in Baltimore City to a wildlife research center just west of Annapolis, for a year of service. But the Corps far exceeds the scope of just any old, year-long internship.

“As a corps member, you have real responsibilities,” explains senior program

ChesapeakeBayMagazine.com

MAR 19 TOB.indd 14

officer Tara Drennan. “You’re there full-time for an entire year, so we want to make sure that you’re not just in a supporting or internship type role. But you’re actually going to be treated as a fellow team member, actually making an impact, managing and leading projects and programs.”

During my year, I’d like to think that that’s exactly what I did: make an impact.

I spent my time in the corps as a naturalist at Meadowside Nature Center in Rockville. It’s true, the suburbs of Maryland just north of D.C. aren’t what one usually thinks of when they consider the Bay, but there are ways of working for the water that don’t involve getting your feet wet.

As a naturalist, I ran environmental education programs for people of all ages (some of which did, in fact, involve wet feet), took care of native snakes, turtles, and birds of prey— including a bald eagle!—and even created and oversaw the construction of an outdoor classroom.

I fought for the Bay by educating the public, giving them the tools and knowledge to advocate for their watershed. Many of my fellow corps members were also environmental educators, while others spent their year dedicated to restoration projects or research.

Though we didn’t work together on a day-to-day basis, we still saw one another regularly throughout the year.

We participated in training or conferences about once a month and even went on enrichment trips, including an overnight retreat on Port Isobel Island in Tangier Sound.

We were encouraged, and even expected, to visit our fellow corps members’ host sites. These visits ranged from daylong trips to Poplar Island to monitor and band tern chicks, to collecting water samples from lakes, to building a giant bird’s nest for a nature play space.

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After a year together, we became a support network. A group of twentysomethings with common interests and passion for environmental projects such as building oyster reefs, removing invasive plants, and discovering caddisfly larvae in streams.

Together we created 1,000 feet of living shoreline, planted 66,000 native plants and engaged more than 43,000 students. We wrote grants, developed lesson plans, and started clean water initiatives. We made an impact.

We also gained skills, confidence, and knowledge that brought us to the next stages of our careers. One member’s year with the corps led her to law school, another found his way to the Peace Corps, and eight corps members were hired by their host site.

I was one of those eight. However, as much as I love being able to say that I hang out with a bald eagle every day, I miss literally getting my feet wet.

At the beginning of this year, I started working as a freshwater ecologist. I’m not putting my feet in the Bay per se, but you can bet I’ll be in its tributaries all year long.

After that, I don’t know exactly where the tide will take me. But I can

say one thing for certain: it won’t be too far from the shore. And I know my fellow corps members won’t be too far away if I need them. I can just flash the Conservation Corps-signal in the sky.

That’s how that works, right?

Dionna Bucci is a St. Mary’s College of Maryland (the Maryland public honors college) and Chesapeake Conservation Corps program graduate. She will continue her work in the watershed as a freshwater ecologist.

INTERESTED IN JOINING THE CONSERVATION CORPS? The Chesapeake Bay Trust is looking for 35-40 corps members beginning in August (application deadline is March 14). They will be placed throughout the region and receive a stipend of $18,500 for their full-time work at a host organization for one year.

Find out more at cbtrust.org/ chesapeake-conservation-corps/ prospective.

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CBM

talk of the bay

u Learn more at www.universalsailingclub.org.

Universal Sailing Club founder Marcus Asante

Flying the Red, Black, and Green The Universal Sailing Club brings black sailors on deck

by Meg Walburn Viviano

CHRIS LANDERS

M 18

arcus Asante didn’t spend his childhood summers at sailing camp, learning his craft on a Sunfish or an Opti, and he never wore a pair of docksiders to school. Yet, he grew up to found the Universal Sailing Club, Chesapeake Bay’s first black sailing club, which has grown to serve a robust sailing community.

Asante grew up in a low-income neighborhood in Harrisburg, Pennsylvania, along the far-north creeks that trickle down to the Susquehanna River, the Bay’s largest tributary. His only early maritime experiences were fishing with his father on the banks of those creeks, but that was enough to instill in him a deep connection to the water.

The connection came full circle when Asante moved to Baltimore as a young adult.

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MAR 19 TOB.indd 18

“I literally came down the Susquehanna River to the Bay,” he chuckles.

While working for a nonprofit organization in Baltimore, Asante started exploring the local waterways by kayak and canoe. He bought a kayak for $100 and launched it around Maryland and Pennsylvania.

He knew nothing about sailing.

In fact, he reveals, “I’d never even said the word ‘sailing’ until I was about 25.”

With a natural curiosity, he started hanging around marinas, trying to meet sailors and get an invitation out on the water. He hoped to “learn organically.” At the same time, Asante began to build a career as a marine service technician, a career that, to this day, allows him to spend as much time on boats and on the water as possible. He has also spent time as a sailing instructor and maritime studies teacher.

Asante says he was inspired to start a black sailing club on the Bay when he learned that despite the important role of African-Americans on the region’s boating history, there was no group to celebrate their modern-day presence on the Bay. “I started looking at lists of the local sailing clubs and didn’t find what I was looking for. [The Bay was home to] Harriet Tubman and Frederick Douglass, and there’s no black sailing club? Seriously?”

Sure, there were black yacht clubs to be found, but none specifically for sailors.

The Universal Sailing Club gets its name from Marcus Garvey’s Universal Negro Improvement Association (UNIA), the largest black nationalist movement in the 1920s. Its burgee is a sailboat with a rising or setting sun, and features red, black, and green. Those are the colors of the Pan-African flag, designed to represent black freedom. Asante

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talk of the bay

feels the burgee captures the same sense of pride for black American sailors.

The Universal Sailing Club started small with only ten men as members back in 1999. A chance encounter connected him with Michael Campbell, a lifelong sailor with a similar vision. With Campbell as co-founder, the club grew by word of mouth.

Today the number of members range between 40 and 60, more of them women than men. Some were introduced to sailing on a charter vacation, and some are nearing retirement and hope to adopt sailing as a pastime for their golden years.

Asante estimates that nearly half of the members have little experience, often introduced to sailing later in life.

Some even come to the club to realize “a long-held desire they’ve never told anyone,” as Asante puts it.

He explains that in the black community, there is a stereotype that sailing is for “rich white people,” and a perception that sailing is “whiter than golf, tennis or lacrosse.”

His mission is to give sailing opportunities to folks who weren’t exposed to the sport growing up.

“Sailing needs new faces,” he says.

Asante is committed to giving those new faces a chance to lead. He has stepped down from his past leadership positions at the Universal Sailing Club and now serves as occasional advisor to current and future commodores and fleet captains.

Asante has no plans, however, to step away from the sport of sailing: “I’m never gonna not want to be on the water.”

Meg Walburn Viviano is CBM’s Bay Bulletin news director. Subscribe for free at chesapeakebaymagazine.com/baybulletin.

March 2019

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ANNAPOLIS CULTURE

Discover the Culture of Annapolis MAR 17

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MAR 21-24

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city is looking forward to springtime, celebrating the coming warmth with food, art, and heritage. Whether you’re visiting for a day, or a week, there’s no better

WANT MORE? View our full event calendar at

way to experience Annapolis’ culturally-diverse offerings than a visit to the city in March!

Savor the Chesapeake: Plan your Trip to Annapolis & Anne Arundel County.

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bay calendar

March 1

National Pig Day Smithfield,

symphony written by Emmy Award-winning Bleeding Fingers

hand to answer questions about marinas, financing, insurance,

Virginia is the town that ham built, being both the statutory

Music (they scored the BBC’s Planet Earth II and recent Simpsons

boat maintenance and repair, and boating safety. Chantilly, Va.

home of the eponymously-named processed ham and the literal

episodes, among many other things) and performed by a full

nationalcapitalboatshow.com

home of the “World’s Oldest Ham” at the Isle of Wight County

orchestra and choir, to a backdrop of National Geographic’s

Museum. So what better place to spend National Pig Day? Stop by

unparalleled nature footage. 7:30 p.m. Chrysler Hall, Norfolk, Va.

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the museum at lunchtime to learn about “one of mankind’s most

natgeo-symphony.com

mold while enjoying “two adult beverages” at the Chesapeake Bay

intellectual domesticated animals.” And, presumably, eat them.

Public Sip & Scratch Create your own iron casting

Maritime Museum. Don’t worry, the actual iron pouring will be

12:30 p.m. Isle of Wight County Museum, Smithfield, Va.

8-10

genuinesmithfieldva.com/events

OC in summer, understand that it’s a whole different place in the

metal in your beer. 5:30-8:30 p.m. Chesapeake Bay Maritime

off-season. The dirty t-shirt stores are shuttered, the boardwalk

Museum, St. Michaels, Md. cbmm.org

2

Bull & Oyster Roast The Baltimore Museum of

Ocean City Film Festival If you’ve been to

is empty, and surfers are out in their wetsuits for the winter

done on Saturday, so there’s little to no chance of getting molten

Industry hosts this annual Bull & Oyster Roast to raise funds for

waves. The OC film fest is a good excuse to take advantage of the

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its excellent educational programs. It’s a chance to enjoy fresh

off-season with films scheduled at different venues around town.

Seasoned or new boaters, anglers, and bargain seekers will

oysters, pit beef, local beer and wine, live music and a silent

The offerings range from short horror films to feature-length

find treasure at this annual Kiwanis Club charitable event. 8-2,

auction in a harbor-front setting while keeping Baltimore’s

documentaries, with workshops and panel discussions offered as

Poquoson High School, Poquoson, Va. poquosonkiwanis.org

industrial history alive. 6-10, Baltimore Museum of Industry,

well. Ocean City, Md. ocmdfilmfestival.com

Baltimore, Md. thebmi.org

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National Geographic Symphony for our World

Chrysler Hall presents an interesting mashup: an original

8-10

National Capital Boat Show Over

Poquoson Boating and Fishing Flea Market

16 Maryland Fly Fishing and Collectible Tackle Show Join fly fishing enthusiasts from around the Mid-

18 dealers from Maryland and Virginia will haul their boats to

Atlantic for a day of tackle, talk, review, demonstrations, clinics,

Chantilly for this weekend’s indoor boat show, with experts on

shopping, and seminars. West Commons Conference Center, Towson, Md. marylandflyfishingshow.com

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Legends of the Fly Outer Banks guide Captain Sarah Gardner will be the headliner for the Fly Fishing Film Tour stop hosted by Virginia Beach’s Legends of the Fly charitable organization,

which promotes saltwater fly fishing in the Hampton Roads area and raises money for various environmental and humanitarian causes. Virginia Museum of Contemporary Art, Virginia Beach, Va.

KENDALL OSBORNE

legendsofthefly.com

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oysters and Them Eastport Oyster Boys band. 12-4, Annapolis Maritime Museum, Annapolis Md. amaritime.org

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Maryland Day at St. Clements Island Catch

the water taxi to St. Clements Island for a ceremony marking the anniversary of the settlers’ first landing in Maryland. Enjoy guest speakers, dignitaries and wreath laying. Clements Island-Potomac River Museum, Coltons Point, Md. 2 p.m. 301-769-2222; WILL PARSON/CHESAPEAKE BAY PROGRAM

visitstmarysmd.com

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Angler Night Enjoy happy-hour food and drink

specials, a fishing film (Tribute to Tuna) and discussion. Hosted by the Coastal Conservation Association, Chesapeake Bay Magazine and the Boatyard Bar and Grill, Annapolis. Happy hour 5–7 p.m., film 7 p.m. 410-216-6206; boatyardbarandgrill.com.

To find more fun events around the Bay, visit

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ChesapeakeBayMagazine.com/events.

Eagle Festival Ben Franklin wanted the turkey to be our national bird, and

sure, maybe he had a point, but the majestic bald eagle won out. Come see these birds of prey and their relatives in their natural habitat at Blackwater National Wildlife Refuge. There will be kids’ activities, from archery to wildlife crafts, and guided tours throughout the day. 9-4, Blackwater National Wildlife Refuge, Dorchester County, Md. visitdorchester.org/events

16-17 Rappahannock River Waterfowl Show Duck, duck, goose? Artists and carvers from up and down the East Coast will gather to show off their paintings, photography, sculpture, and decoys. A seafood lunch will be available, and attendees will get a color print by Richmond’s Guy Crittenden, the show’s artist of the year. Saturday 10-5, Sunday 10-4, 579 Chesapeake Drive, White Stone, Va. rrws.org

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Annapolis Oyster Roast & Sock Burning

Annapolitans date the origin of the sock burning to 1978, when a fed-up boatyard operative (Bobby Turner) gathered his crew together to ceremonially burn their socks in defiance of a cold winter and to celebrate the spring equinox. The tradition has evolved into an annual event, and it has spread around the

23

COURTESY HISTORIC ST. MARY’S CITY

watershed like a wildfire. Celebrate the Eastport version with

Maryland Day Celebrate Maryland Day in St. Mary’s City, the state’s first settlement, with special ceremonies,

pageantry, speeches, a wreath-laying and flag ceremony, plus free admission to the St. Mary’s City exhibits. St. Mary’s City, Md. 10 a.m.– 4 p.m., ceremony at 1 p.m. 800-762-1634; hsmcdigshistory.org

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CBM

chesapeake almanac

Copepods are tiny crustaceans found in most fresh and saltwater habitats and are the major food source for small fish .

Spring Feeding How the Bay becomes the storage cell and pantry for renewal and life.

by John Page Williams

SHUTTERSTOCK CREVALLE PHOTOS

M

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arch 20 will bring the vernal equinox, the moment when the center of the sun is directly over the equator and the arrival of spring’s gift of more and stronger sunlight. Every day now, the Chesapeake’s waterways absorb more and more energy and the slowly rising temperatures in the Bay and its rivers and creeks speeds up the metabolisms and body processes of the Bay’s creatures, plant and animal alike.

The extra light is particularly valuable to phytoplankton—the various microscopic, drifting, single-celled algae that absorb the energy through their complex chlorophyll molecules and convert it into sugars that they use to grow and divide, producing blooms of life. The resulting vegetable soup is too thin for us to see without concentrating the cells by straining a lot of water through a very fine-mesh net and examining the catch with a powerful microscope. Nonetheless, the concentration of cells can grow to millions per liter of Bay water.

The mix of phytoplankton species varies considerably over the Chesapeake’s year, depending on salinity and temperature. In spring, when salinity is low from rains and snowmelt, the dominant species belong to a group called diatoms.

These single-cell creatures extract silica from the water to build tiny, complex jewel box-like structures around their bodies.

Diatoms grow everywhere on Earth, from stream bottoms to open ocean to the very soil beneath us. Their photosynthetic processes turn out about

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20 percent of the oxygen on earth and provide half of the organic material in the oceans. Early spring’s combination of sunlight and temperature favors diatoms in Chesapeake waterways, allowing them to bloom in numbers that boggle the mind.

These microscopic creatures form a vast food source for copepods, the most abundant animals in the Chesapeake ecosystem. Compared to diatoms, they’re huge; just barely large enough to see with the naked eye.

Where diatom blooms can measure millions of cells per liter, copepods feeding on a bloom number from several hundred thousand to a million per cubic meter. That’s still a lot of critters. Strain the water in a local river with a small plankton net for ten minutes at this time of year and you’ll see tiny shapes darting back and forth.

They’re too small to cover much territory on their own, so they still qualify as plankton (drifters) even though they can swim up and down in the water column in pursuit of diatoms.

Look at a plankton net sample under a microscope and you’ll recognize copepods as crustaceans, related to shrimp and crabs. Although several dozen species occur in the Chesapeake, the vast majority belong to a handful of species that sort themselves out by temperature and salinity.

So why should we care about these tiny shellfish? Well, they form a critical link in the Chesapeake’s food web. Think of this as a giant triangle with phytoplankton at the base acting as a giant battery, so to speak, collecting solar energy through photosynthesis and conveying that energy into food for the copepods, the next layer. As is true in most ecosystems, the biomass (tonnage of life) of each layer in the food web is about 10 percent the size of the layer below it. In other words, it takes

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roughly ten pounds of diatoms to feed a pound of copepods.

So, what eats the copepods?

Now we get into more familiar territory with fish that feed by swimming through the plankton soup, straining microscopic food with structures on their gill arches.

Different species, and sizes within species, strain different size plankton.

Thus, young-of-the-year menhaden (peanut bunker) graze on tiny phytoplankton, while their older kin strain copepods and other larger plankton (zooplankton) consisting of small animals and immature stages of larger animals. Alewife and blueback herring and hickory and American shad also feed on the plankton.

The herring and shad are entering the Bay now on their spawning runs up the rivers, and it’s no accident that their runs coincide with the diatom

and copepod blooms that come with March’s longer, warmer days.

Those ecological relationships have developed over thousands of years.

Also in the spring mix are the juvenile versions of the species that spawn in the Bay’s rivers this month and next—yellow perch, rockfish, white perch, herring and shad.

Copepods play key roles in their development. And we shouldn’t forget another critical forage fish, the bay anchovy, which is considered to be the most abundant finfish in the Chesapeake system. These translucent one- to three-inch fish have large underslung mouths, the better to eat copepods with. The vastness of their food source is the key to their abundance. What eats them?

Essentially every fish and bird that’s built to catch them, especially terns and rockfish. And speaking of birds,

all this biomass in the water also suits our ospreys, just returning from their other summer in Central and South America.

The Chesapeake’s food web is more complex than a simple triangle.

It’s dynamic, shifting every day according to the weather, like a huge kaleidoscope. The patterns are fascinating, and, at this season, they bring the promise of our annual Chesapeake Bay renewal.

CBM Editor at Large John Page Williams is a licensed captain and Maryland fishing guide. He has been on staff at the Chesapeake Bay Foundation as an educator, writer and senior naturalist, saving the Bay since 1973.

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on boats

CBM

The Comet A classic Chesapeake one-design

by Tom Price

T

he first popular one-design racing class on the Bay was the 22-foot Star. Its huge sail area and slim hull was ideal for our light airs and short chop, and the class quickly spread from Gibson Island to the Eastern Shore and south to Hampton.

In 1932, C. Lowndnes Johnson, the 1929 Star International champion who built his own boats was asked by Maria Wheeler of Easton to design a Star-like trainer for her two sons, David and Thomas. Lowndes went to his

drawing board and produced plans for a good-looking 16-foot centerboard boat with a with a lovely, Star-like stem, hard chines, and an arc bottom with nicely lifted ends. Ralph Wiley in Oxford Maryland built the boat at his small shipyard (which is now the Cutts and Case yard) using local cedar and pine.

The Wheeler family was pleased with its appearance and performance.

Chesapeake Bay Yacht Club commodore

The Comet Design: C. Lowndes Johnson Length: 16' Beam: 5' Draft (board up): 6" (board down): 3' Displacement: 265 lb.

Sail Area (main & jib): 140 sq. ft.

Crew (racing): 2

JOE EVANS

The author preps his Comet for the 2018 Classic Wooden Sailboat Rendezvous & Race in Annapolis.

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on boats

ABOVE: Early Comets reaching in 1952.

BELOW: C. Lowndes Johnson at the 1951Comet Nationals,

CONSTANCE STUART LARRABEECHESAPEAKE BAY MARITIME MUSEUM PHOTOS

Corsica River, 1951.

Elliott Wheeler ordered one for himself and soon six boats were sailing on the Tred Avon.

"Crab” was the original design name, which didn’t suit a rather attractive and quick new one- design, so in a logical turn of thought, it became the "Star Junior." Yachting Magazine published a sketch and description of the boat in 1932, and Johnson soon had orders for 100 sets of plans. The magazine displayed a model of the boat at the 1933 New York Boat Show, and it was a big hit. Sailors from the Stone Harbor Yacht Club in New Jersey set up the first fleet, and by 1938, the class grew to 40 fleets and more than 1,000 boats. Subsequently, the design became known as the Comet. The class organization

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MAR 19 OnBoats.indd 28

evolved, emulating the Star Class, with a strong set of rules and procedures to guide its growth.

On the Chesapeake, fleets formed in Oxford, and, in 1937, on the Severn at the Indian Landing Boat Club.

A fleet appeared at Gibson Island in 1940 and prospered for nearly 20 years with 20 to 30 boats racing in open events before it faded in the early 1960s. Around 1960, the Severn River Comets migrated to the wider end of the Severn at Round Bay where the new Severn Sailing Association was forming.

New fleets formed on the Miles River at St. Michaels and further north on the Corsica River. In 1952, The Skipper magazine listed 80 qualifiers in the Comet Class for the CBYRA High Point championship, showing both the popularity of the Comet and the strength of one-design racing back then.

The Comet class has survived the roulette of classes that come and go. No longer considered a high-performance boat, it now attracts sailors because of its steady sailing characteristics, good looks, and the availability of well-built boats that have stood the test of time—a side benefit of a generous overall weight. Now considered a classic, it attracts sailors who appreciate its history and the performance designed by Johnson 86 years ago. In fact, with a new builder, Whitecap Composites (Bristol R.I.), it has a new lease on life, and 10 new boats have emerged in the past

March 2019

1/30/19 2:09 PM

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on boats

few years. They seem to be competitive and, fortuitously, they don’t seem to outclass the older boats. A used and still-competitive Comet can be had for a reasonable $2,000 to $3,000.

It is wonderful to see that wooden Comets remain competitive. Like other small boats built at the twilight of wood one-designs in the 1960s, the builders, like Lippincott and Beaton in New Jersey, knew exactly what they were doing and made boats based on decades of experience, which it turns out, can withstand the strain of powerful hiking, less elastic modern sailcloth, and aluminum spars.

Trailering in the dry air and at highway speeds with these western red cedar boats made it important that joints were strong, tightly-fitted and well-fastened.

My connection with the Comet is both recent and long. The first boat I ever sailed was my father’s Comet on Round Bay on the Severn River in the early 1950s . It’s one of my first memories, and I was young enough to be thrilled by feeding grapes to minnows and terrified when they

nibbled my toes. As time passed, Dad’s Comet became a relic in my Grandfather’s barn with her bottom planks off and her ribs exposed. The smell of cedar still resonates with me.

All that remains of her after the barn burned is a lovely watercolor by my mother of the boat sailing on the Severn.

Skipping ahead nearly 50 years, my brother decided to get a Comet and found a good one at the dangerously enticing Chesapeake Bay Maritime Museum boat auction. Later, his oldest son bought his own Comet and now races it successfully, finishing third in the 2017 Internationals. After many years racing Stars and a brief fling with a Lightning, I have just gotten one of those fine wooden Comets from the ‘60s to refinish and race. It smells of the cedar I remember so well.

Tom Price is an instructor, model-maker and mentor at the United States Naval Academy. He recently won the prestigious Star Class Sir Thomas Lipton Cup at the annual Oxford Regatta.

Comet, Corsica River, 1951.

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Christchurch’s daily practice regime focuses on fundamentals of excellent boat handling,

CHRISTCHURCH PHOTO

perfect roll-tacks and remarkable starts.

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The Character of

SEAHORSES

by Ann Eichenmuller

How a small, 97-year-old, rural Virginia school is upending interscholastic sailing.

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T

DEAN HAWTHORNE

hey go down the hill to the boathouse with intent, on bikes and on foot, wearing sailing gear with backpacks slung over their shoulders. It is a breezy May afternoon on the Rappahannock River, the Christchurch School Seahorses’ first day of practice after finishing third in the 2018 Mallory National Fleet Racing Championship in Texas. You might expect a little celebration since it was their first top-three finish in that prestigious event, but they are focused, almost businesslike, their eyes scanning the water.

Winning is not new to these teenagers. They are arguably the best high school sailors in the east, garnering firsts in the 2018 Atlantic Coast Championship and the Mid-Atlantic Scholastic Sailing Association (MASSA) Spring Fleet Championship and finishing in the top three at a half-dozen other major events.

It’s an impressive record for any team, but even more for the Seahorses because the school enrolls just 211 students. Compare that to their toughest opponents at the Mallory Championship. Point Loma High School, which took first place, is a big-city school with nearly 2,000 students. San Diego-based Francis Parker School, which edged out Christchurch for second place, boasts an enrollment of 1,200 students. Christchurch is a David among Goliaths. So how did this rural school nestled in Virginia’s quiet Middle Peninsula become a high school sailing powerhouse? It depends on whom you ask.

The school’s 125-acre waterfront campus is certainly a factor.

Christchurch is one of only two high schools in the Virginia Interscholastic Sailing Association (VISA) to have its own onsite racing venue and fleet.

Coach Kiernan O’Connell views the location as his best recruiting tool.

“If we can get prospective athletes to come here and see what we have to offer our team, we have a 95-percent chance of getting them to enroll.”

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The Christchurch campus along the Rappahannock River.

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O’Connell believes there is “zero substitute for tiller-time on the water.”

It is a demanding routine that Mariana Guzman, an All-VISA women’s skipper, admits was her biggest challenge.

“It was hard for me to adapt to this schedule, with practice every day, but it has helped me to be a better sailor,” the junior from Mexico City says. Open and friendly, she is eager to talk about what led her to the banks of the Rappahannock. “My dream was always to study abroad. My oldest brother came here when the sailing team was building, and now he’s at Hobart…So here I am.”

Practice means more than just showing up on the waterfront. Like everyone else on her team, Guzman is responsible for her boat. Coach O’Connell notes that for some high-level sailors, this can be a bit of a culture shock.

“They are often used to their parents rigging for them,” he says.

“Here, even the best sailor has to rig his own boat.”

He has also found it interesting to see top sailors from other schools struggle to load and launch their boats, something his students do every day.

O’Connell’s creed of personal responsibility even extends to student involvement in repairs. Maintenance of Christchurch’s fleet is student-driven, from replacing a shackle to patching fiberglass.

“They let me know what they need,” the coach explains, “and I walk them through the process. Having them involved leads to better ownership, and it is one of the keys to their success on the water.”

This team’s emphasis on hard work and accountability extends to academics as well. The students “are balancing a lot more than just sailing,” says Fisher. With more than thirty sports teams and co-curricular clubs available to them, it is easy to get overextended, especially when sailors miss classes to travel. Because the sailing team participates in events from coast to coast, their situation can be especially challenging.

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CHRISTCHURCH PHOTO

But bringing in the best sailors isn’t enough. According to athletic director Shannon Fisher, the magic is in the mission.

Christchurch School was founded in 1921 by the Episcopal Diocese of Virginia with the goal of creating “high character, pure and healthy bodies, well-furnished minds, and the spirit of unselfish service” in its students. For Fisher and her colleagues, the sports program at Christchurch is an integral part of that vision. Competition isn’t just about winning or building better athletes; It’s about building better human beings.

“That’s the bigger picture,” Fisher says, “And no department does a better job of living out our mission than the sailing team.”

For O’Connell, a New Englander with deep sailing roots, that means developing character traits like a strong work ethic, responsibility, and teamwork. This starts with the Seahorses’ rigorous schedule, practicing every afternoon and sailing in competitions year-round, because

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ERIC EICHENMULLER

“It takes a lot of discipline,” agrees Sally Johnson. A senior and one of the team’s strongest sailors, she says she struggled with the work load when she first came to Christchurch. “I couldn’t have done it without the teachers here, who accommodate student athletes.”

In fact, every student on the sailing team recognizes Christchurch’s “full-school” support for its students as a crucial factor in the team’s overall performance.

“The teachers understand, and they’ll work with you,” says sophomore sailor John Vail. “Even the schedule helps with athletics.”

Christchurch runs its classes like a college, with courses meeting on alternate days and built-in free time to get assistance from staff or catch-up on work. Classes also rotate, so students who travel for weekend regattas are not always missing the same subject. All faculty members act as advisers, meeting daily with the students they mentor. It is an individualized system, which Fisher says, “allows no excuses for failure.” Mariana Guzman

Christchurch’s Kieran O’Connell, at the helm, coaches with the help of the team’s canine mascot.

credits these schoolwide efforts with keeping sailing team students on track.

“We couldn’t be this successful without all the support we get from the administration and the teachers,” she says.

That support is financial as well.

O’Connell points out that providing a program like the Seahorses sailing team is “a huge expense” and

Christchurch’s commitment to funding is “second to none in the country.”

His position is proof of that commitment—he is one of only three full-time sailing directors out of the more than 600 high schools with sailing teams in the United States. He is also rightfully proud of the Seahorses’ 34 International 420 Class dinghies and the 21 new Zim Flying Juniors, a fleet which Guzman and

CHRISTCHURCH PHOTOS

The 2018 sailing team

36

constituted nearly nine percent of the student body and included three conference sailors of the year.

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Johnson call “the best in the nation.”

But boats don’t win races by themselves. That work is in the hands of the sailors, and they are quick to acknowledge another key factor in their victories—each other. There is an undeniable comradery and closeness between these teenagers at practice, who are more like siblings than classmates.

“A lot of us knew each other from sailing before we came here, and those we didn’t know, we drew in,” explains Vail. “We’ve bonded.”

There are no stars on this sailing team, regardless of race results.

O’Connell’s philosophy is that everyone must work together for the common good, considering the needs of others above their own. He impresses upon his students that a team is only as strong as its weakest link, and he encourages top-level sailors to train their younger, lessskilled and less-experienced teammates. Soft-spoken by nature, he does not bark orders or issue commands, but tries to gently direct his students. When one of his best sailors wanted to crew for an offshore race, an opportunity that would mean missing an important regatta, O’Connell didn’t tell the teen he couldn’t go. Instead, he told the teen it was his choice to make and asked him to consider his responsibility to the teammates. The student decided to put his team ahead of himself.

Living up to that creed isn’t always easy. Used to racing solo, Johnson says she had trouble coming to terms with the idea as a freshman. “Being on a team was a different kind of sailing, and I got frustrated,” she recalls.

She listened to O’Connell’s talk about the importance of teamwork, but it wasn’t until she was at her first national championship that she understood what he meant. She was in her boat, waiting for start, when “Suddenly it hit me. Everything came together. I understood you have to give up a little bit of yourself to help the

team get where it needs to be.”

It is a lesson the Seahorses have taken to heart. Perhaps that explains why there is no loud celebration today over their success at the Mallory Championship. This isn’t the time to dwell on past glory—next weekend in San Diego is the National Team Race Championship for the coveted Baker Trophy (“The Baker”), and the team needs to practice.

These students may have a vision for the future, and the path begins again this May afternoon. They do not know that they will finish out the 2017-2018 school year with a 3rd place finish in The Baker, or that in the fall they will win the Mid-Atlantic Team Racing Championship. But they do know that the next season will begin without Sally Johnson, who will graduate in a few weeks and go on to sail at the United States Naval Academy. It is a decision she says was inspired by her experience with the Seahorses: “Being on the team has taught me that I want to be a part of something bigger than myself.” h Ann Eichenmuller is a freelance writer and the author of two nautical mystery novels.

She lives along Virginia’s Rappahannock River where she and husband Eric sail Avalon, a Morgan Out Island.

Christchurch School FAST FACTS Location: GPS Coordinates 37° 37’ 10.9776’’ N 76° 32’ 49.9308’’ W Enrollment: 211 28% international students 6:1 student/teacher ratio Average class size: 13 70% boarding, 30% day students Top 3 in nation for fleet and team racing All graduates attend one of their top three college choices.

90% of the 2018 class accepted to Princeton Review Top Schools Alumni include: 2 Pulitzer Prize Winners, 1 Nobel Laureate

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Chesapeake astronaut Ken Reightler carried a piece of Bay history around the earth 84 times and over 2.2 million miles over a six day jaunt.

by Rafael Alvarez

“Morning passing over the Chesapeake Bay heading across the Atlantic.”— Commander Jeff Williams of NASA, 2016

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“The Eastern Shore traditions—what you do under sail— has always been important to me and I wanted to stay connected with that in space…”

—Ken Reightler, astronaut

NASA

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ne of the few human beings to see the sun set 16 times in a single day, Ken Reightler was born upon the waters of Maryland on March 24, 1951.

It was the last year of the Truman administration, and Reightler’s father was a Navy aviation mechanic at Patuxent Naval Air Station. The elder Reightler and his wife, the former Evelyn Lowery of Tilghman, were living in a Quonset hut on Solomons Island. To get to the Navy clinic at Patuxent—for a toothache, the flu, or to give birth to your first child—one boarded an armed rescue craft called a “crash boat.”

“Mom went into labor and they got on a boat,” said Reightler, now 68 and living in Annapolis. “They began making their way, and halfway over, [one of the engines] caught fire.”

The fire burned through the rudder cable and the boat began going in circles as Evelyn’s contractions came more quickly. A shorted wire had caused the fire. The crew, with the help of the expectant father, extinguished the flames, jury-rigged the steering and made the four-minute trip in less than half-an-hour.

According to the base newspaper, The Tester, “Baby Reightler was born 20 minutes later.” The headline read: CRASH BOAT RACES STORK FROM SOLOMONS TO PATUXENT FAMILY CLINIC—VICTORIOUSLY. It’s a dramatic creation story—the beginning of a narrative straddling air and sea and one that Ken Reightler heard often growing up. Sometimes the story had Kenneth Stanley Reighter, Jr. born aboard the distressed vessel. In other tellings, Evelyn made it to the clinic just in time.

So, what type of entry did the child have?

Crash boat or delivery room?

“All I know is that as the boat approaches the dock, I’m about to be born,” said Reighter.

This much is true: Ken Reightler, who in 1991 and 1994 piloted the NASA space shuttle Discovery fired by 3.7 million

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pounds of fuel, was born amidst speed and combustion and made them his career. From that first turbulent ride across the channel where the Patuxent River meets the Chesapeake Bay, his life has been defined by boats on the waters of the Bay and aircraft high above them.

“I grew up around a Naval Air Station where they tested airplanes, with a lot of naval aviation stories in my head,” said Reightler. “But when my Dad would deploy, my mother would take us to live on Tilghman Island. We spent summers there, sometimes with my parents and sometimes just me with my grandparents and cousins.”

Reightler’s two great passions—sailing and flying— are embodied in a three-inch, 130-year-old wooden disc, which he took with him into space on his first Discovery mission in mid-September of 1991, orbiting the Earth 81 times.

When you are going ‘round and ‘round like that at 17,500 miles an hour, you see the Earth’s sun setting multiple times each day—from New York to New Delhi and back. The blue planet below, said Reightler, appears “fragile—when you see how thin the atmosphere, how vulnerable the Earth is, it’s very eye opening.”

The wooden disc, which he donated to the Chesapeake Bay Maritime Museum in St. Michaels after its journey of nearly 2.2 million miles, was cut from the bowsprit of the Edna E. Lockwood, the last working Tilghman Island bugeye. The boat was built in 1889 by John B. Harrison, Reightler’s fabled great-grandfather on his mother’s side, born at the close of the Civil War and living all of his 80 years on Tilghman until his death at home on Gibsontown Road in 1945.

“I wanted to honor my Eastern Shore heritage,” said Reighter, who in retirement has kept that legacy alive by racing log canoes with John C. North II, an 88-year-old retired Circuit Court judge who, as a boy, visited John B. Harrison at the boatwright’s Tilghman

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The bugeye Edna E. Lockwood, built

by Ken Reightler’s great-grandfather,

CHESAPEAKE BAY MARITIME MUSEUM

was the last working vessel of its type.

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Ken Reightler took flight as pilot aboard

NASA

the space shuttle Discovery in 1991.

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Island yard, an offshore mound of hundreds of thousands of oyster shells called “Devil Island.”

“My great-grandfather (William Sydney Covington, 1850-to-1924) was Ken’s great-great-grandfather,” said North, who traveled to the Kennedy Space Center in Florida in 1991 to watch his young relative blast off.

It wasn’t until later, however, that North—who steers the log canoe Island Bird during June-to-September races while Reightler serves as tactician—found out that his distant cousin had taken a hallowed bit of Tilghman to the heavens.

Judge North recently published a definitive history of log canoes (Tradition, Speed & Grace: Chesapeake Bay Sailing Log Canoes) and makes the argument that they are the oldest class of racing sailboats in the world. The canoes are similar to the Lockwood in that both have hulls made of shaped and pinned logs, a bit of engineering early English settlers learned from Native Americans.

The Lockwood returned to Bay waters this past October, 130-years to the month of her maiden launch, after an extensive restoration by the Chesapeake Bay Maritime Museum shipwright staff in St. Michaels. She’s part of the museum’s 14-boat, floating fleet.

And then there were the pennies, three of them taped to Reightler’s dog tags. Their presence on the Discovery’s primary mission to deploy an Upper Atmosphere Research satellite were in violation of NASA regulations. But the Lincoln coppers were important enough to Reightler (and an undetected infraction of no consequence) to take along with his colleagues—Commander John O. Creighton and mission specialists Charles D. Gemar, James F. Buchli, and Mark N. Brown.

Reightler told me the pennies story after finding one on the ground at Naval Bagels, a coffee shop near the Naval Academy where I met him last year on 9/11. It was about a week after U.S. Senator and 1958 academy-grad John McCain had been laid to rest, and we stopped by the fresh grave of the Navy pilot/war hero before touring the academy grounds.

“My wife and I have always collected [found] pennies,” said Reightler. “We make a wish and throw them in a fountain.”

Reightler’s wife is his high school sweetheart and most trusted counsel, the former Maureen McHenry, daughter of a Navy commander and a descendent of James McHenry, for whom Baltimore’s celebrated fort of star-spangled fame is named.

She requested—for luck and a safe return—that Reightler take three pennies into space, each minted in a year of a family member’s birth: 1951 for she and Ken; 1978 for daughter Kate and 1984 for daughter Emily.

There were “official restrictions,” Reightler said, against taking collectibles such as coins or stamps into space lest

Reightler took three pennies into space, each minted in a year of a family member’s birth.

they be commercialized, “but since they were requested

by Maureen,” the otherwise straight-arrow Eagle Scout circumvented the rules by taping the pennies to his dog tags.

Anything for Maureen, an accomplished linguist and psychotherapist with a specialty in disaster trauma; the true believer in Ken Reightler who, as a young bride, set aside a promising career in medicine and the foreign service to support her husband’s ambitions.

She is likely the person most responsible for the realization of Reightler’s dream of going into space. As far back as their high school years in the Navy town of Virginia Beach, Maureen was meeting Ken’s lofty ambitions head-on: “What’s the plan?”

Though Reightler claims he was ill-prepared for the academic rigors of the Academy and had to work harder than the next guy (a centuries old Annapolis refrain), Maureen’s query may have been the hardest he had to answer.

“What’s the plan?”

He didn’t have one, just a far-fetched idea of visiting bella luna a quarter-of-a-million miles away.

It began with science fiction as with so many gradeschool ambitions of American kids in the 1950s. Reightler borrowed fantastic stories from the library that he never imagined could come true. About the same time, he began March 2019

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LEFT TO RIGHT: Ken Reightler at the Naval Academy, 1973; Reightler (front left) with the Discovery crew on his first mission; Sailing on the academy

UNITED STATES NAVAL ACADEMY & NASA

training schooner Summerwind.

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following the real-life adventures of Alan Shepard and the Mercury astronauts.

By 1961, now a 10-year-old living on a Naval Air Facility in El Centro, California, where spacecraft parachutes were being developed, Reightler’s greatest wish was to go to the moon. This abiding fancy intensified during Reightler’s plebe summer at the Naval Academy when, on July 20, 1969, he and his fellow midshipmen watched the Apollo 11 moon landing on a 13-inch black-and-white in Bancroft Hall (the world’s largest dormitory). It was the only time in seven weeks of training they were permitted to watch TV or listen to a radio.

“I was only three weeks into plebe summer and you don’t even know if you’re going to survive,” he said. “But I want to be part of what I’m seeing, thinking. ‘Wow, this is real! We can do anything!’ And I want to be part of it. I want to go to the moon.”

By then, Maureen didn’t have to ask the question.

It was deeply embedded in Reightler’s psyche.

“What’s the plan?”

The answer was a twist on the old vaudeville saw: “How do you get to Carnegie Hall?” But instead of “practice, practice, practice,” the answer was “study, study, study.”

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Although advanced education or the pursuit of military rank wasn’t given high priority in Reightler’s family, it was of great importance in Maureen’s home, and Reightler hit the books with the kind of diligence John B. Harrison put into building boats. While catching up for what he’d missed in high school math, Reightler majored in aerospace engineering and, after getting pushed around the football field for being “undersized and too slow”, he joined the sailing team.

After graduating in 1973, Reightler went to flight school at Pensacola, and got his “wings of gold”, just like Naval aviator Neil Armstrong of “one small step” fame, at the Naval Air Training Command in Corpus Christi. There was more training at his birthplace, the Patuxent Naval Air Station and then onto Jacksonville to join his first fleet squadron. In 1984, after flying dozens of different prototype aircraft, Reightler earned a master’s degree in Aeronautical Engineering from the Navy’s postgraduate school in Monterey.

In 1991, along with a piece of the Edna Lockwood and his lucky pennies, Reightler went into space for the first time. His second and final voyage took place in February of 1994 when he piloted Discovery for the first joint U.S./ Russian space shuttle mission. Known as STS-60, the crew included cosmonaut Sergei Krikalyov for a range of biological, materials science, earth observation, and life science experiments.

Today, Ken Reightler is a Distinguished Professor of Aerospace Engineering at the Naval Academy and

March 2019

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The Edna E. Lockwood was restored and re-launched, in 2018, by the

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Chesapeake Bay Maritime Museum.

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volunteers as a coach for the Academy’s Varsity Offshore Sailing Team as well as leading midshipmen on sailing expeditions up and down the East Coast.

And while Reightler didn’t make it all the way to the moon, his accomplishments—some 5,000 hours of flight in 60 types of aircraft; one of about 500 people to travel to space—did land him a guest spot on a Barney & Friends children’s video—“Barney in Outer Space.” (Reightler said the purple dinosaur “asks very good questions.”)

Quite the honor, particularly because space travel and dinosaurs are two of the most enduring interests of young children. But what happened to “the plan”—a wide-eyed and imaginative boy’s dream to reach the moon?

“My interest in space travel was exploration,” said Reightler, looking back 60 years to the boy he once was.

“As a young midshipman, that meant flying to the moon, landing, walking around and discovering new things and places.

“But I came to understand that for humanity to have the ability to safely and successfully explore space, it will take hundreds of small steps. Collectively, they will provide the knowledge and capacity to accomplish those voyages of discovery.”

And yet, he says, “I would still like to take a hike on the moon.” h Rafael Alvarez was a reporter for The Baltimore Sun and wrote for HBO’s The Wire. His new book is Basilio Boullosa Stars in the Fountain of Highlandtown. He can be reached via orlo.leini@gmail.com.

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EDNA E. LOCKWOOD The Chesapeake Bay bugeye Edna E. Lockwood, built by Ken Reightler’s great-grandfather, John B. Harrison, recently underwent a two-year restoration at the Chesapeake Bay Maritime Museum, home to the boat since 1973.

Beginning in the early 1880s, Maryland boatbuilders built two-masted bugeyes to haul iron dredges across oyster beds under sail in order to comply with Maryland’s sail-only oyster dredging regulations. At the turn of the 20th century, bugeyes were replaced by less expensive skipjacks, though their use continued to mid-century.

Built in 1889, the Lockwood was the seventh of the 18 bugeyes built by Harrison, and the last to harvest oysters on the Bay. In off seasons, the boat was used to run lumber, produce and other cargo. In 1994, the Lockwood was named a National Historic Landmark as the last bugeye under sail. She was relaunched in October 2018, after receiving a new nine-log hull, some replacement deck planking, rebuilt cabins and other deck structures, and a new rig, as well as new sails made by Traditional Rigging in Appleton, Maine. The restoration work was done by museum shipwrights and apprentices, and the boat returns to the Bay as a floating classroom. The museum is planning a Bay-wide tour to show off the restoration in summer of 2019.

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Bay scallops use eelgrass as cover, clinging to its leaves and hiding among its thick roots.

Virginia scientists strive to re-establish an Eastern Shore coastal delicacy.

JAY FLEMING

by Marty LeGrand

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or an unendingly sunny summer day, the waters of coastal Virginia’s South Bay are bracingly cool. They’re also approximately the color of mop water—a problem when you’re diving to locate a bottom-dwelling creature that’s small, mobile and hasn’t been found in abundance here in nearly a century. Complicating matters, we’re searching by feel alone, pawing beds of clingy seagrasses frequented by stingrays, sea nettles and cranky blue crabs.

It makes for an exhilarating biological treasure hunt—even if I do feel a bit like Harry Potter exploring a s hallow version of that creepy, Triwizard Tournament lake.

We’re searching for Argopecten irradians, the Atlantic bay scallop, a delicacy that once supported a significant commercial fishery in Virginia, wiped out long ago by habitat decline and a powerful coastal storm. Disease began claiming the seaside bays’ underwater grasses by the early 1930s. Then calamity struck.

In August 1933, the Chesapeake-Potomac Hurricane unleashed 80 mileper-hour winds and a devastating storm surge on the Eastern Shore of Virginia’s barrier islands, destroying grass meadows in waters where local watermen made their living. Farther north, the storm cleaved the Ocean City Inlet. Without vegetation to shelter and sustain them, scallops disappeared and never returned.

Soon, the barrier islanders left as well.

The Virginia Institute of Marine Science Eastern Shore Laboratory, a research and teaching institution in Wachapreague, has mounted an ambitious effort to spawn and raise bay scallops in hopes of creating a stable population in the same southern bays where they once flourished. The first broodstock was placed in South Bay nine years ago. Millions more scallops have joined them since. Each July, teams of scientists, students and volunteers go diving to see how the scallops—a notoriously finicky and vulnerable species—are faring in the wild by estimating how many have survived.

Richard Snyder is director of the Eastern Shore Laboratory and the scientist overseeing what he calls “bay scallop central,” one of the few facilities in the country culturing the mollusks from larvae to adulthood. I met him two months earlier to learn about the program, whose mission is two-fold and difficult— develop bay scallops (which are a third the size of more familiar sea scallops) as an aquaculture species for the seafood market and try to reintroduce them to the salty bays where they lived until, suddenly, they didn’t.

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New Jersey’s Long Beach Island, a barrier island where his grandparents owned a beach house and where he learned about the animal he’s trying to rescue.

“I remember playing around in the eelgrass beds on the bay side. My grandmother’s walking around, looking,” he told me. “Whatcha doing?” he asked her. “Looking for scallops,” she replied. “When she was younger, they used to be able to catch them and eat them. But when I was a kid they were gone,” he said. “They had just disappeared.”

New Jersey, Virginia, Maryland—nearly all of the East Coast—has seen bay scallop populations collapse since the 1980s. Massachusetts and New York have the only remaining commercial fisheries. Florida permits a recreational fishery. North Carolina did too until recently, when the population could no longer sustain itself.

Compared with oysters, hard clams and other mollusks, bay scallops are milquetoasts. They can’t tolerate extreme temperatures. They grow only in high-salinity waters and readily fall victim to algal blooms, their 1980s downfall. They dislike swift currents and overcrowding. Their average lifespan is just 18 months. And almost everything eats them.

An octopus can wipe out an entire cage of bay scallops, which are vulnerable to all kinds of predators.

VIRGINIA INSTITUTE OF MARINE SCIENCE

JAY FLEMING

B

ay scallops’ preferred home is among the eelgrass where they cling to its long, ribbon-like leaves in infancy and then detach to hide on the bottom as adults among the grasses’ thick roots. In 1930, Virginia watermen caught more than a million pounds of them. After the 1933 storm struck, the harvest plunged to zero.

Today, the 14 fragile islands that buffer Virginia’s Eastern Shore from the wild Atlantic are among the most remote places on the East Coast, so vital to marine life and shorebirds they’re permanently preserved as wildlife sanctuaries. The United Nations designated a 45,000-acre tract a biosphere reserve, a fancy title bestowed on unique ecosystems worthy of protection and scientific study.

Visitors will find two distinct worlds here. There are the barrier islands, constantly shape-shifting sand masses stretching southward from Chincoteague near the Maryland border to the tip of the Delmarva Peninsula. Desolate and seasonally storm-battered, they form the peninsula’s windswept outer ramparts. Behind these barriers lie tranquil coastal bays (lagoons) divided by acres of ocean-flushed marshes (some extensive and elevated enough to be called islands), which rise and fall with each tide cycle.

In 1997, scientists discovered two small patches of seagrass—an area no bigger than a bath towel—growing in South Bay. It was Zostera marina—eelgrass. Led by VIMS researcher Robert Orth, scientists at VIMS’s main campus in Gloucester Point and The Nature Conservancy began a program to reseed the vital grass species. Two decades later, that towel-sized patch has blossomed into an area three times bigger than the nearby town of Cape Charles. With 9,000 acres of eelgrass meadows growing once more in the bays, the scallops at least have a prayer of resurrection.

“The effort started down in the southern bays. South Bay, Spider Crab Bay and Cobb Bay have been restored with grass, and that’s where the [hatchery] scallops are going,” Snyder explained. The quick-spreading grasses were restored to a fourth, more northerly lagoon, Hog Island Bay, but conditions there don’t yet favor scallops. Like oysters, bay scallops are filter feeders, so restoring their numbers benefits water quality and seagrass growth.

With reddish-blond hair and well-freckled face and arms, Snyder looks the part of a field biologist and former Floridian. (He previously taught at the University of West Florida in Pensacola.) As a kid, he often spent summers on

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Coming Soon?

RAPPAHANNOCK OYSTER CO.

SCALLOPS ON THE HALF SHELL

Snyder recited a partial list of predators: “Skates really like them. Some of the drum will eat them. Birds will eat them. Crabs will eat them.” For that reason, when VIMS’s hatchery-raised scallops are ready to grow up in the wild, they’re often kept in cages. The strategy mostly works.

“Octopuses can wipe out whole cages,” Snyder said.

“One year we had an octopus in a cage. We ended up with one fat octopus and no scallops.” During regular cleanings, the cages are also de-predatored when necessary.

Snyder gave me a tour of the Wachapreague lab’s Castagna Shellfish Research Hatchery. Named for the father of VIMS bay scallop research, Mike Castagna, the hatchery is the heart of the scallop restoration effort. Here, scallops are spawned twice a year (spring and fall) in an indoor hatchery. Larvae are then transferred to the nursery, an outdoor facility next to the hatchery, where they grow into juveniles.

Castagna first experimented with scallop aquaculture in the 1960s, but it was Snyder’s immediate predecessor as lab director, Mark Luckenbach, who began the restoration effort after Castagna’s death in 2004. “He went down to North Carolina, got a couple hundred scallops, and started raising them here in the hatchery specifically for restoring them to the seagrass beds,” Snyder said.

The Wachapreague hatchery is unusual among scallop growers. “Most of the hatcheries in New England that produce bay scallops release the larvae,” Snyder explained.

“They don’t grow them up to juvenile size.” Hatcheries are labor-intensive and therefore costly operations. And hatchery scallops are no less finicky than wild ones.

I visited the lab in early May to coincide with the large spring spawn. But the feckless scallops were being stubborn. Inside the hatchery, a compact, weathered-wood and cinder-block building, manager Rebecca (Reba) Turner Smith explained the inherent whimsy of scallop sex. She pointed to a shallow, water-filled tank where several dozen

“The best eating of all was the scallops. Used to be plenty of scallops in the bay when I was a boy.

Poppy had a scallop shucking house…

We’d drudge or scrape them…They were good fried.”

—from a display at the Barrier Island Center museum, Machipongo, Virginia Smaller than their deep-sea cousins, bay scallops are prized for their sweetness. Most are imported from China (which uses U.S. hatchery techniques to grow them) with Massachusetts producing most of the domestic wild harvest.

Only the animal’s adductor muscle, a m orsel of white flesh, is used in cooking, so scallops are found in dishes where they can be quick-cooked; sautéing and deep frying being favorite methods. Chesapeake restaurateurs are eyeing another form of bay scallops, however—the uncooked kind, where diners consume the entire innards.

“If you could get half-shell scallops in a raw bar in the middle of Washington D.C., people would pay top dollar for it,” predicts VIMS’s Richard Snyder, who’s tasted them raw. “They’re delicious.”

No matter how successful scallop restoration efforts in Virginia become, Snyder believes shucked scallops will never again be a c ommercially viable product in the region. “It will be a half-shell or specialty market,” he says.

Rappahannock Oyster Company, a shellfish aquaculture firm that operates raw bars in three states and D.C., has expressed keen interest to the point of trying to raise scallops in the field. They’ve monitored VIMS’s aquaculture progress.

“It’s a matter of working out the hatchery technique,” Snyder says of the half-shell market. “If we can get it to the point where it’s efficient and economically viable, I’m sure it will take off.” —M.L.

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sexually prime scallops lay idly on the bottom. Occasionally, one released a small puff of water and spun around. A few of their kind spawned last week, Turner Smith said, but this group weren’t so inclined.

On her smart phone, she showed me a video of the act.

Scallops are hermaphrodites, capable of producing both eggs and sperm. In the video, one scallop could be seen releasing a small, milky-white cloud of sperm. Gradually, other scallops joined in, emitting their own opalescent fogs.

“Whenever one goes off, it stimulates the others and they start releasing gametes,” Snyder explained. To avoid self-fertilization, the scallops release sperm and eggs separately, starting with their sperm.

“Sometimes they’ll take right off, but sometimes they’re a little stubborn and they need a little coaxing,” Turner Smith said. Increasing or decreasing the water temperature slightly usually gets them in the mood. Tongue in cheek, Snyder proposed another inducement: “Sometimes you have to light some candles and put some music on.”

Turner Smith laughed. “Yep, a little Barry White.”

Snyder plopped one of the listless bivalves in a beaker of water for closer inspection. Attached to their distinctive round, corrugated shells, bay scallops have two triangular flanges on either side of the shell hinge, like a tiny bow tie.

The shells appear in a variety of colors, but are uniformly small, no wider than about three inches.

The most distinctive and intriguing part of scallop anatomy—visible only up close—are tiny, steel-blue eyes.

Up to 30 of them peer from the perimeter of the scallop’s upper and lower shells as it watches for danger—for example, several large humans examining it through a beaker.

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Richard Snyder (at the helm) and other VIMS biologists will search four acres of coastal bay bottom by hand during the scallop survey.

MARTY LEGRAND

“It’s a really amazing eye. It’s like a mirror-reflex lens on a camera,” Snyder said. Intriguing, too, because the animal has no brain with which to process the images.

When scallops detect shadows cast by predators, they escape using jet propulsion, rapidly clapping their shells together to emit bursts of watery thrust from the shell cavity. Tiny tentacles along the shell opening also allow them to sense and react to their environment.

Once the scallops are induced to spawn in the hatchery, their microscopic larvae remain for 10 days— sipping a diet of cultured algae—before being transferred to the nursery. There, these free swimmers quickly attach to vertical slats, the plastic equivalent of eelgrass leaves, in tables filled with seawater pumped from Wachapreague Channel.

The hatchery can house as many as four million larvae.

A small minority survive—another impediment to viable scallop aquaculture. “If we get ten percent [survival] we’re ecstatic,” Snyder said. “It can be anywhere from zero to ten percent, and five is pretty normal.”KKK

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Larvae are also prone to fleeing.

Nursery manager Darian Kelley said she constantly removes would-be escapees from the tables’ filters during daily cleanings performed for the duration of the tiny scallops’ stay in the nursery, between 30 and 50 days. “You have to drain these tables down, rinse them with saltwater and then rapidly refill them before the scallops dry out,” she said.

When the juveniles grow big enough not to elude 2-millimeter mesh bags, they can be bagged, placed in bottom cages and deployed to the restored grass beds. The lab maintains a stock of 20,000 to 30,000 scallops in South Bay for breeding purposes. In a productive year, the hatchery/ nurseries’ graduating classes number far higher—400,000 in 2017—enabling non-broodstock scallops to be set free to reproduce in the wild. Since 2010, the lab has released nearly 14 million larvae, 940,000 juveniles and 209,000 adults, enhancing scientists’ efforts to reach a thus-far elusive objective.

“Getting a stable population with a short-lived critter is difficult,” Snyder conceded. “Our goal is to get a population out there so we can sustain a recreational harvest. We’re about tenfold below the harvest threshold that Florida uses. So we’ve got a ways to go.”

The July survey tells them how well they’re doing. Divers in four or five boats spend several days painstakingly searching the bays for scallops. “By the time we’re done,” Snyder said, “we’ve put our hands on four acres of seagrasses and count all the scallops to get an idea of how many are out there.”

I volunteered (vaguely) to help, an offer I was reminded of in a VIMS email months later. “It’s one of the coolest projects we work on each year,” wrote Sean Fate, watercraft operations manager.

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W

hich is a long way of explaining how, on the survey’s first day, I find myself on the VIMS skiff with Snyder and two biology students: Eli Turner, who’s participated in two previous surveys, and Danielle Olive, an intern from the University of the Virgin Islands eagerly joining her first.

We’re in the middle of South Bay, the largest southern lagoon, where the only features preventing bay and sky from blending seamlessly are distant ribbons of saltmarsh and sand dune.

To our west lies Mockhorn Island Wildlife Management Area, a marshy former pirate hideout and hunters’ retreat. To our east, Wreck Island, a barrier isle that shifting dunes conjoined with ex-neighbor Bone Island over the years.

Turner rides in the bow, ready to drop the anchor at 25 or so survey sites Snyder has marked on a chart segment clipped to the windshield. Each diver searches using a one-meter-square frame of submersible PVC pipe. We push the quadrat (as it’s called) toward the bottom, take a deep breath and dive after it.

It’s 75 degrees on the surface, but the water feels far chillier through our thin wetsuits. The bay is shallow— chest height at its deepest—yet scuba masks become useless for seeing through its suspended sediments to the bottom. The salinity is so high— seawater strength—we struggle to remain submerged, even wearing a diver’s belt.

The work is rhythmic, peaceful and addictive. We’re told to flatten our palms and pat the quadrat area with gloved hands to locate even the smallest scallops. The eelgrass feels dense and gangly, its leaves thick as fettuccine. Shells are plucked like trophies from the sand.

When we’ve covered one square meter, we flip the quadrat forward and dive again until the group has covered 50 quadrats per site. We return our

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finds of live or dead scallops as well as blood clams (an edible member of the ark family) to the skiff, to be measured and recorded along with an estimate of eelgrass density.

At the 24th dive site, after nearly six hours of surveying, Snyder finds our first and only live scallop. We recover six dead ones, victims perhaps of those rays that occasionally swim past the skiff. (Thankfully, none of us endures a painful critter encounter.)

We return to shore by late afternoon.

The results of last summer’s survey: 81 live scallops retrieved from three coastal bays for an estimated 2018 abundance of 70,000 scallops.

It was an especially disappointing year in South Bay, which recorded its lowest numbers of the last seven surveys.

“There are two things that pop out to me as problematic,” Snyder says of the population’s vexing instability.

“Predation is certainly one. It could be genetics, too.” To diversify and strengthen the stock, he says the lab introduces scallops from other states.

Virginia’s scallops also may be too dispersed for successful procreation.

“The problem with spawning when the numbers are so low is they can’t find each other,” Snyder says. In the confines of the hatchery at least, even the most recalcitrant scallops fertilize themselves eventually.

So, for now, scientists at bay scallop central will keep tweaking the gene pool, adjusting the thermostat, playing mood music and doing whatever it takes until the bivalves are able to thrive once more in their ancestral home. h Maryland native and award-winning contributor Marty LeGrand writes about nature, the environment and Chesapeake history.

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for a weekly Wild Chesapeake outdoor report.

wild chesapeake

Franklin’s Bird For the most dedicated, springtime means gobblers.

by Captain Chris D. Dollar

O

nly minutes into it, I’d already second-guessed my choice of roost. The wizened tree had clearly sprouted an evil burl for the sole purpose of lacerating my kidney. It was too late to move, though. Legal shooting time was fast approaching. Dawn’s emerging half-light blended with a veil of fog and framed the tree line to create a shadowy and ominous scene.

Soon, several low-pitched clucks wafted across the gap between the woods and my uncomfortable post. I lightly stroked the slate surface of a pot-call with a graphite rod to produce a tenative answer to the cluck—Scrreeetch. The sound was almost demonic, like something the Bent Neck Lady from Netflix’s The Haunting of Hill House might offer up. I waited a half-minute and scratched the slate again. My second attempt was much better, as was my third. A brief back-and-forth ensued, filling my brain with adrenaline. Ah-ha! The eastern wild turkey!

A sycamore tree, thick as an oil drum, partially obscured my view, but for the briefest of moments I caught a glimpse of a chestnut-brown fan moving

right to left. I guessed my hen decoy looked appealing after all. My heart raced and a bead of sweat formed on my brow. Could I really bag a tom on my first-ever turkey hunt? The woods went silent. I tried to reach out with the call...radio silence. Another try was met with nothing more than song birds welcoming the spring day. As quickly as had begun, the turkey conversation was over.

I remained still, not knowing what else to do. Occasionally I’d rub the slated box but, even as a novice, I knew the opportunity was blown. And then behind me, the leaf-litter rustled, and I heard the gentle footfall of a creature creeping closer. I froze and my heart pounded.

I slowed my breathing. Seriously?

Was this my tom trying to flank me?

Step by step, inch by inch, closer it came.

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FRANKLIN’S BIRD

WILL PARSON/CHESAPEAKE BAY PROGRAM

Ben Franklin wrote about his preference for the wild turkey over the bald eagle as a national symbol in a letter to his daughter in 1784: “The Turkey is in Comparison a much more respectable Bird, and withal a true original Native of America… Though a little vain & silly, a Bird of Courage, and would not hesitate to attack a Grenadier of the British Guards who should presume to invade his Farm Yard with a red Coat on.”

The eastern wild turkey features a coppery sheen over brown and green feathers. The males have featherless red heads and wattles.

Finally, I could no longer resist knowing. I popped up and wheeled 180 degrees, ready to drop my first gobbler. As I went to shoulder my firearm, I met the gaze of a masked

bandit, a juvenile racoon. Had we been comic strip characters we would’ve simultaneously shouted Acckk!. He immediately rose up on its haunches and hissed, then lunged

toward me and then dashed past me. As it scurried by, I awkwardly flailed at its rump with my left foot, whiffing completely. I can’t tell you which of us was more startled, but

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either way, that morning’s hunt was over.

On the other side of the property, my host had a much more engaging experience. A hen turkey had wandered within 20 yards of his spot with her male suitor in quiet pursuit, just out of sight, too savvy to show himself. My friend offered a series of clucks, which in turkey speak can mean, “come hither.” But she eventually retreated back across the logging road and her unseen suitor remained a phantom.

Wild turkeys don’t resemble domestic Thanksgiving birds very much. They have barred black and white wings over bronze-green plumage accented by gorgeously rich chestnut-brown-tipped tail feathers.

Their bare heads and necks sport shades of gray, blue and red. Adult males weigh 18 to 30 pounds, and a

full-grown female ranges from 8 to 12 pounds.

Of all their many interesting traits, I find the language of turkeys most intriguing. Talking fluent turkey means deciphering roost clucks, tree yelps, fly-down cackles, purrs, and gobbles. Exceptional turkey hunters say the best way to decode turkeytalk is through many hours of quiet observation. Birds are typically more active early in the morning, and resident flocks congregate in farm fields when the weather breaks, allowing you to eavesdrop on their conversation.

Because turkeys make different sounds, there are specific calls for each sound. The box-call, friction/ pot-call, and the diaphragm/mouthcall are the most popular.

Experienced hunters often carry multiple calls in the field, ready to

conduct whatever concert that day’s birds want to play.

This spring, I’ll enter my fifth season without having bagged a spring gobbler. The truth is, I only get afield a few times a season, and as much as I’d like to harvest a turkey, I still enjoy the experience. Come April, shad and striper fishing and coaching lacrosse chew up most of my time, so unfortunately, scouting for turkeys gets short shrift. My buddy Joe Morris, about as expert a turkey hunter you could find, spends hours on end scouting in the spring. He isn’t shy when he scolds me that my lack of success is predictable given my woeful level of preparation.

Private lands and leases typically hunt better than public lands, but we have enough high-quality habitat available to the public to get afield for a taste of the turkey game. We’re

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lucky that the Bay region is full of agricultural fields adjacent to creek beds that snake through forested lands, prime turkey territory. These tracts are ideal scouting corridors for finding turkey tracks in the sand and mud. I’ve never heard it, but I’ve read that it’s possible to see turkey scratchings in leaf litter and even hear the birds do it.

The Chesapeake turkey recovery may be the conservation comeback of all time. I often see turkeys where I live on Maryland’s Eastern Shore.

They flock on farm fields, strut across the road and skulk along creeks. A little more than a century ago the North American turkey population was around 30,000 birds. Fifty years ago, the birds in many states were

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essentially non-existent. The nowfamiliar combination of habitat destruction, indiscriminate deforestation, rampant poaching and over-hunting was at the root of the decline.

The remarkable rebound is not due to divine intervention or random act of kindness. Rather, it is a result of thoughtful conservation planning and hard work. The resurgence of wild turkeys is proof of what’s possible when determined people band together with wildlife agencies to restore and protect our nation’s valuable natural resources. Hunters and hunting groups such as the National Wild Turkey Federation, wildlife biologists and conservationists recognized the importance of keeping ecosystems intact, and they worked diligently to reverse the destructive trends.

Capture-and-transplant efforts helped spread birds to other areas where populations needed a jumpstart.

Maryland’s Eastern Shore is a prime example of how it worked.

Now, the nationwide wild turkey population falls somewhere between six and seven million, a comeback for the ages. Recently, we have seen a dip in the numbers however, which biologists attribute in some measure to carrying capacity in certain areas, just not enough good habitat. Nonetheless, this success story reinforces the concept that preserving wildlife and the wild places in which they live is as critical to the American experience as upholding the Constitution.

Captain Chris Dollar is a professional fishing guide, tackle shop owner, all-around Chesapeake outdoorsman and writer with more than 25 years experience in avoiding office work.

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Chesapeake Storm Holes A guide to the best and fastest places to get off the Bay when you need to do it right this minute.

by Capt. Jody Argo Schroath / photos by Jay Fleming

I

magine a bright summer day on the Bay on a fun family weekend. Suddenly, you notice a Manhattan skyline of cumulonimbus clouds on the horizon, the temperature begins to drop as the wind freshens and the weather goes belly up. You realize that you need to run for cover. But where? You check your position and pull out this handy guide to find the nearest sanctuary, and simply go there to ride out the squall. Just like that.

There are many shelter options on the Bay and dozens of them are not listed here because they are farther off the Bay and so not the best choices. This guide’s purpose is to give you the best places around the Bay to quickly take cover— March 2019

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MARYLAND’S STORM HOLES

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MARYLAND STORM HOLES ELK RIVER— Cabin John Creek, 2 ½ miles up the Elk, is the closest, but too shallow for deep-draft boats. Some claim five feet of water, but Capt. Jody has never found more than four feet.

The best alternative is probably Veazey Cove, eight miles up from Turkey Point and just inside the Bohemia River on the southern shore.

It is wide open to the north, however. If you are on the northern Bay and have a bit of time, choose the Sassafras River instead.

SASSAFRAS RIVER—If you are feeling brave, follow the charts to find the narrow entrance to well-protected Lloyd Creek, two miles upriver from Grove Neck on the south shore. Once in, sound carefully, because it shallows quickly. A better choice is Turner Creek, 3 ½ miles inside Grove Neck, also on the southern shore. The channel has a few interesting twists and turns, but if you follow the markers, you’ll find a charming county park, watermen’s dock and a small protected anchorage.

STILL POND AND CREEK—Just three miles below the mouth of the Sassafras, also along the Bay’s Eastern Shore, you’ll find Still Pond, and beyond it, through a narrow entrance, Still Creek. If the wind is from the northeast or southwest, you can anchor outside in the lee of the appropriate shore in eight or nine feet. For better protection, thread your way through the marked entrance to Still Creek. Here you’ll find a lovely protected area with plenty of room to anchor. It gets crowded on summer weekends, but in a storm, you won’t care.

WORTON CREEK—Another three miles below Still Pond, you’ll find Worton Creek. There is plenty of room and deep water outside the creek entrance, with north-south protection,

but farther in, behind the spit of land, is a large bay with moored boats, several marinas and places to drop anchor.

Well inside, opposite Worton Creek Marina, you’ll find six or seven feet nearly to the Western Shore. You’ll also find some supplies and a very nice restaurant at the marina.

HAWK COVE AND MIDDLE RIVER—For a quick Western Shore refuge, dive behind Hart-Miller Island, hugging either the southeast or west shore, as appropriate. You’ll find plenty of room in Hawk Cove and about eight feet or so. For long-term protection, continue into Middle River. Sue Creek, the first to port, has about seven feet inside but shallows to three or four very quickly. A better choice is Gallway Creek, though that is open to the south. Better yet, go on to Frog Mortar Creek, where you can choose an anchorage just off the channel at several points on the way up. Hawk Cove is about three miles off the Bay’s western channel, and Frog Mortar about six.

PATAPSCO RIVER—About nine miles south of Hart Miller Island on the Western Shore, you can make a beeline for Bodkin Creek, which lies on the south side of the mouth of the Patapsco River. It’s a handy place, though the channel is narrow and prone to a few shifting shoals to about six or seven feet on the way in. You can drop anchor just inside to port or continue up the main creek to a good anchorage in Jubb Cove or the next cove to starboard for better protection from northerlies.

SWAN CREEK—Ten miles south of Worton Creek you will find a lovely, protected anchorage at the top of Swan Creek, as well as several good marinas. The down side is that you will have to come 1 ½ to three miles south of the creek, depending on your draft, to avoid Swan Point Bar.

CHESTER RIVER— If you’ve already passed Swan Creek, you’ll get some protection on entering the Chester River as soon as you round Love Point. If there’s a wicked cold front settling in for an overnight or so, and you have a draft of five feet or less, it will be worth your while to continue up the Chester to Queenstown Creek, about 10 miles from the main channel. The entrance is quite narrow, but behind the spit of land, you’ll find a good anchorage. (Tip: At the first green marker on the way in, line up the tall fir tree with the water tower; past the second green move over toward the red marker. Really, this works.) With a deeper draft, skip Queenstown Creek and continue on up the Chester to Reed Creek on the eastern side or go all the way to Langford Creek on the western side to find protected anchorages.

MAGOTHY RIVER— On the west side of the Bay, make a dash for the Magothy River, about five miles south of the Patapsco. The entrance is narrow, deep and well-marked. Once inside, turn immediately southwest to enter Deep Creek, where you’ll find a quiet anchorage. You’ll find great anchorages to the north behind Gibson Island in Eagle Cove or up tiny Cornfield Creek.

ANNAPOLIS— South of the Bay Bridge along the Western Shore, you’ll find Whitehall Bay and places to hide up Whitehall Creek or Mill Creek, but the quickest hidey hole is inside Lake Ogleton. The narrow, marked entrance is just inside the mouth of the Severn River on the south side across from Greenbury Point and the old naval radio towers. Further up the Severn on the south side are Back Creek and Spa Creek with space to anchor. The Spa Creek Bridge has a 15-foot closed-height clearance.

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SOUTH RIVER— Seven miles south of the Chesapeake Bay Bridge and three miles up South River, you’ll find Harness Creek, home to the quintessential storm hole. The creek holds a small but deep alcove that is protected on all sides. If you have to wait out a big storm, you will find few better places around the Bay. Quiet Waters Park marks the eastern entrance to Harness Creek, where a shoal extends from the first point on that side. Follow the creek, staying always to starboard to curl around the next point. Round the point to the south and you’ll find yourself surrounded by trees. There is room for maybe one boat to anchor or perhaps a raft-up of two to three.

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Tilghman Creek. You can take refuge behind Rich Neck for some protection from the north and west, but you are better off following the marked channel inside the creek to the first coves, either to port or starboard, depending on the wind. This is a lovely, quiet creek principally used by watermen. If you are quite desperate, and the threat is from the north or east, you can find a bit of refuge in the pocket behind Bloody Point/Kent Point at the southern tip of Kent Island. Once you round the Bloody Point shoal, follow the deep water in then drop anchor in eight to 10 feet, which you will find as close as 200 yards from shore at its northern extreme.

EASTERN BAY—If you need cover

HERRING BAY TO PATUXENT RIVER— The Western Shore from

quickly and you are off Eastern Bay, you should consider dashing west to the South River and Harness Creek (see above). The nearest good storm hole on Eastern Bay is a dozen miles inside, behind Rich Neck and inside

Herring Bay to the Patuxent River— nearly 30 miles in all—is a tough part of the Bay in bad weather, with no anchorages, good or bad. Fishing Creek at Chesapeake Beach has a transient marina, but an approach of

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about four feet. Plum Point and Flag Harbor have private marinas with few options for transients. That leaves the Eastern Shore with the Choptank River, and, just below it, the Little Choptank River. Unfortunately, neither of these offers a quick fix either. But they do have dozens of good anchorages. We’ll look at the Choptank first:

CHOPTANK RIVER—Dun Cove, eight miles from the entrance of the Choptank, is the easiest to get to, especially by cutting through Knapps Narrows (bridge vertical clearance— 12 feet.) If not, make the trip to the southern tip of Tilghman Island. After rounding green “9” at the tip of the shoal off Black Walnut Point, turn north up Harris Creek. Dun Cove is to port, two miles beyond Knapps Narrows.

Find the finger that offers the best protection and anchor in six to eight feet. You will also find a good refuge on Balls Creek, farther inside the Choptank, and at nearly the same distance as Dun Cove from Walnut

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Point. From green “9”, head east and then north around the Nelson Island Shoal into Broad Creek. The first creek to port will be Balls Creek. It has a winding but well-marked entrance and a good protected anchorage inside in six to seven feet. You’ll find several more good anchorages farther up Broad on Leadenham Creek.

LITTLE CHOPTANK RIVER— The first good anchorage on the Little Choptank is seven miles off the Bay on Hudson Creek, the second creek on the north side. Be sure to stay well clear of the shoal pushing into the channel off green “5”. You can find a quick anchorage behind Hudson’s Casson Point or better protection another mile upstream. The river’s best anchorage is probably two miles beyond Hudson on Phillips Creek, though that one’s best negotiated in daylight.

PATUXENT RIVER—Here are two quick anchorages at the mouth of the Patuxent River—on the south side in

the pocket between greens “3” and “5” off of the Patuxent Naval Air Station is a good place to get out of a south wind.

The second refuge is just beyond Drum Point on the north side where you can anchor quite close to the shore with plenty of depth. Just be sure to be clear of the channel. There are better anchorages another two miles upriver at Solomons. Choose an anchorage on Mill Creek (to the north as you enter) or up Back Creek (straight ahead beyond Molly’s Leg Island).

POTOMAC RIVER—We could write an entire article on Potomac River storm holes, but we’ll content ourselves with a single, perfect spot—Smith Creek. Smith is six miles inside the Potomac on the north shore. The entrance is winding but easy to follow, even at night. Inside you’ll find protected anchorages a mile upstream in a series of small coves both left and right. If you want a true hidey hole, enter the first cove to starboard after Jutland Creek exits to the east. Favor

the port side going in and take the starboard fork. You’ll find yourself in a lovely undeveloped cove, surrounded by trees with protection from every direction. Not enough time to get to Smith Creek? For a bit of protection from the north, drop anchor in Cornfield Harbor, a shallow cove just inside Point Lookout. You can get quite close to the shore but watch for pound net poles on the way in and out. If you are coming north and need to find refuge, you will be better off turning back to the Great Wicomico River (see below)—or the Little Wicomico if you are in a small shallow-draft boat. The south shore of the Potomac is unwelcoming and subject to winds, currents and chop until you get 15 miles upriver to the Coan River. At that point, you are nearly the same distance from the entrance to Smith Creek, though crossing the Potomac may be problematic at that point. Okay, it’s always problematic. If you do choose the Coan, you’ll find good anchorages up all three of its branches.

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VIRGINIA’S WESTERN SHORE GREAT WICOMICO RIVER—

Mill Creek is an easy one, lying six miles south of Smith Point Light and four miles off the main channel with a half-dozen anchorages that are ideal for escaping bad weather. Mill is the first creek to the south after you enter the mouth of the Great Wicomico. The entrance channel narrows to squeeze past a spit of land, which then acts as a fine weather break for the creek beyond. Anchor just beyond this in the first cove or keep going up river and choose any of the other, equally obvious, anchoring spots. You’ll find eight to 12 feet inside.

DIVIDING CREEK to FLEETS BAY— Lawrence Cove near the top

of Dividing Creek south of the Great Wicomico River is a lovely, protected anchorage but you will spend a fair amount of time getting in off the main channel of the Bay. Lawrence Cove, for example is about eight miles away, and another fine storm hole, Bells Creek anchorage off Indian Creek is at least seven. If you find yourself near the southern part of Fleets Bay, however, you will find a fairly protected cove (though not so much from the north or west) tucked behind Windmill Point at only about four or five miles off the channel. If you get there and don’t like the anchorage, you can head up adjacent Antipoison Creek and drop anchor in either the first or second cove on the north side.

PIANKATANK RIVER— For a stormhole near Deltaville in the daylight, you can do no better than Jackson Creek. Once you’ve passed Stingray Point (or before, if you’re northbound), turn into the Piankatank River channel. Where the channel turns south to avoid the mile-long Stove Point shoal, turn north instead and look for the Jackson Creek channel markers. The channel makes a sharp dogleg to port, then splits. You’ll find

well-protected anchorages on both branches. Be sure to avoid the shoal off the facing shore as you make the turn.

If you don’t want to try Jackson’s narrow channel at night, continue up the Piankatank around Stove Point, then turn north to reach Fishing Bay, a large, deep and popular anchorage.

Not the best choice in a strong south wind, however.

MOBJACK BAY—The Western Shore offers few storm holes south of the Piankatank River until you reach Mobjack Bay. Even at Mobjack Bay, harbors of refuge are plentiful but distant. The bay itself, however, offers some protection, especially from the north. If you have a draft of four feet or less, your best bet in a pinch may be tiny Davis Creek (if you are daring), which is only 3 1/2 miles from the New Point Comfort shoal markers. The Coast Guard removed the channel markers in 2017, so call Davis Creek Marina at 804-725-2452 for local knowledge.

For everyone else, the best options are either the East River on the north side or the Severn River on the south.

Both are about 5 ½ miles from New Point Comfort Light. On the East River, another 1 ½ miles will bring you to the first protected anchorage, just inside Thomas Creek. On the Severn River, three miles will bring you to a fairly protected anchorage in Bryant Bay.

YORK RIVER— If you are southbound from Mobjack Bay and looking for shelter, follow the markers across the Swash Channel to cut across the York Bar where you’ll have two options—Sarah Creek, six miles up on the north side just before the Coleman Bridge and the Poquoson River. Sarah Creek offers safe anchoring in seven or eight feet just beyond the marina. Across the York the first Poquoson markers are less than two miles south of the Swash Channel and the entry channel is another 4 ½ miles across the Poquoson Flats. Once inside, turn north to enter Chisman

Creek to find a protected anchorage across from Seaford Marina, or you can go farther upstream past historic Smith’s Marine Railway to Cheadle Point, where you’ll find even better protection.

HAMPTON ROADS— Mill Creek behind Old Point Comfort and Fort Monroe is your quickest stop. Hug the shore as you approach Hampton Roads, keeping Fort Monroe to your starboard and turn north into Mill Creek between the fort and the Hampton Bridge Tunnel. Anchor just beyond the Old Point Comfort Marina in more than 12 feet of water. Be sure to anchor well away from the cable area, marked on the charts. This anchorage is open to the south and to some degree from the west, but it is quick and easy. For better protection, head two miles to the Hampton River and anchor off Hampton University opposite Bluewater Yachts or go all the way to the bridge and pick out a spot just off the channel near Hampton Piers.

BOTTOM OF THE BAY— Just to get us all the way through the Virginia Capes, I will mention Little Creek and Lynnhaven Inlet, only to say that you’ll not have any luck finding a storm hole in either one. You will certainly find protection and plenty of marinas in Little Creek, and at Lynnhaven Inlet, even if you can make it under the 35-foot fixed Lesner Bridge, you’ll find no quick anchorage, but you will find marinas. That leaves only Rudee Inlet just outside the Bay, six miles south of Cape Henry. Yes, there is a bit of room inside at Lake Wesley for both sailboats and powerboats to anchor safely.

VIRGINIA’S EASTERN SHORE The long, sparsely populated Virginia Eastern Shore is difficult for boaters in search refuge. The Bay is as much as 20 miles wide here, which makes the notion of skipping from one side to the March 2019

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other out of the question. Additionally, the plethora of southern Eastern Shore tributaries are mostly shallow or have devilishly tricky entrances. Let’s look at what storm holes do exist, few and far apart though they may be.

or all the way up to the town of Onancock. There you can anchor in the basin with good protection, good holding and a charming town a short dinghy ride away. Total distance is about four miles.

ONANCOCK— Onancock Creek

OCCAHANNOCK CREEK—

offers the best and perhaps the only option for miles around. The trick is figuring out just which one of the zillion or so Eastern Shore creeks is Onancock. They all look alike. Once you’ve located it, the rest is easy. The channel begins about a mile out on the Bay and guides you through the shoals between Thicket and Ware points to the lovely creek within. The first anchorage is just inside in Parker Marsh, but you’ll find much better protection upstream off Finneys Wharf

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Occahannock Creek, about 15 miles south of Onancock, is the next best bet.

Forget about it if your draft is more than 4 feet. Beware of the shoal extending into the channel off green “13”. Use the anchorage in Johnson Cove in a south wind and the anchorage off red “16” for everything else.

CAPE CHARLES — 20 miles farther down the Bay will bring you to the entrance to the Cape Charles Municipal Harbor. This is officially a

harbor of refuge and you will nearly always be able to find a slip at the city marina, but you will not be able to anchor here. The marina is nice. The town is delightful. It’s your best bet.

If I’ve missed a good storm hole that fits the parameters, please let me hear from you and I’ll add it to the guide, which you’ll be able to find at chesapeakebaymagazine.com/ stormholes. You can email me at jody@chesapeakebaymagazine.com or send it to the magazine at editor@ chesapeakebaymagazine.com. h Cruising Editor Capt. Jody Argo Schroath, with the help and not infrequent hindrance of ship’s dogs Bindi & Sammy, goes up and down bays, rivers and creeks in search of adventure and stories.

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Young Ospreys Spread Their Wings

MAGAZINE March 2018

Slow Your Roll With Seakeeper

A Mystery Beneath the Chester River

April 2017

Robalo R200 Versatility in a

MAGAZINE August 2018

2017 Fishing Forecast & Tournament Calendar

Small Package

Young Ospreys Spread Their Wings

The Pros Weigh In On Your Chances

Smile, Fishy!

Tips to Better Fishing Photos

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BLUEWATER BOUNTY

Chasing a Catch in the Open Ocean

Tolchester Beach

The Chesapeake’s First Escape Confidence & Healing through Warrior Sailing

Gibson Island’s 210 Community Sailing

Fishing the Springtime Yellow Perch Run

Richard Scofield’s 33 Years Tending Bay Treasures

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YACHT BROKER SHOWCASE

CALL A

PRO Relying on yacht sales professionals is always your best bet when buying or selling a boat.

By Vincent J. Petrella

B

uying and selling a boat can be more complicated, problematic, and risky than a real estate transaction. Unlike real-estate transactions, only California and Florida cover vessel transactions under state laws. You can eliminate headaches by working with a q ualiÿ ed, reputable yacht sale professional who will help you navigate what could be a complex and di° cult transaction.

I know this from personal experience. As the executive director of the Yacht Brokers Association of America (YBAA) and based on my 40-year career as a yacht sales professional, I o ften answer calls from frantic and confused boat buyers and sellers with horror stories about sales transactions gone bad. Whether it was a “ for sale by owner” (FSBO) or a t ransaction with a l ess than scrupulous broker, I c an only advise these boat buyers and sellers to follow the dispute resolution provisions in their agreements, if one exists, and to seek the advice of a maritime or admiralty attorney.

The law of the sea is vastly di˛ erent than the law of the land.

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Buyers and sellers need a p roper, timetested, and proven vessel purchase and sales agreement that can address all of the issues in vessel transaction. In the hands of an experienced professional, this document can help eliminate snags and disputes between buyer and seller.

must be clearly defined in writing and agreed to by both buyer and seller. Without proper documentation, buyer and seller are both at serious risk of ending up with a transaction gone sour due to some detail that was not clearly defined at the outset.

The buying and selling process requires a great deal of due diligence on the part of the buyer, including a vessel survey, trial run, finance and insurance contingencies, obtaining clear title, proper transfer of funds including deposits and escrow, and a host of other terms and conditions that

Further—and often more importantly— a purchase and sales agreement that does not specifically address dispute resolution between buyer and seller can lead to costly legal battles that can take years to resolve. No matter the value or apparent simplicity of a t ransaction, a

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buyer or seller should always seek the services of a yacht sales professional who is a member of a p rofessional trade association with strict codes of ethics and standard business practices, a requirement for members to maintain a dedicated escrow account for client funds and standardized forms such as listing and purchase and sale agreements. Find a yacht sale professional here or for questions, contact us at www.ybaa.yachts and www.cpyb.net.

Vincent J.Petrella Executive Director, Yacht Brokers Association of America (YBAA)

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MIKE DERYCKE 757-512-6456 AnnapolisYachtSales.com

JONATHAN & ANNE HUTCHINGS 804-776-7575 AnnapolisYachtSales.com

KEITH MAYES, CPYB 410-267-8181 AnnapolisYachtSales.com

Mike joined the Annapolis Yacht Sales team in the Fall of 2018. After serving as owner and operator of his web development company, Netphix, for over 20 years he decided to turn his passion into his career. He holds his Captain’s License and has his 100-Ton Inland Master’s License and 50-Ton Near Coastal Master’s License. Mike is also a ceritifed dive master and has worked in salvage work and recreational diving off the coast of North Carolina. An avid boater for over 25 years, he looks forward to sharing the powerboat lifestyle with you.

Jonathan and Anne Hutchings are the brokermanager team at Annapolis Yacht Sales in Deltaville. They cruised their 35ft monohull from South Africa across the South Atlantic and worked in the Caribbean charter industry as captain and hostess on catamarans.

They arrived in the U.S. and established AYS Deltaville in 2005. Jonathan has a lifelong passion for all things nautical. He has sailed since he was 5 years old and has two Atlantic crossings to his credit. Anne started boating in her late 20’s and loves the boating lifestyle.

They’re an experienced team who work tirelessly to make your boating dreams a reality.

Keith was born and raised in Australia. His interest in skydiving brought him to the U.S. in the late ’70s, and through business he ended up in Maryland in 1986. He bought his first sailboat on a whim in 1988 he was immediately hooked. In 2006 Keith bought a Beneteau First 36.7 from Annapolis Yacht Sales, and in 2012 joined them as a broker.

With more than 30 years of sales experience, and a great knowledge of sailing, he’s committed to making every sale, whether new or used, a fun and enjoyable experience for his clients.

MIKE SKREPTACK 410-941-4847 AnnapolisYachtSales.com

BILL COX 717-858-7857 BaltimoreBoatingCenter.com

BRENDA WILMOTH 410-687-2000 BaltimoreBoatingCenter.com

Mike joined the Annapolis Yacht Sales family in 2017 with an abundance of knowledge in the marine industry. He has a degree in Business/Marketing and has continued his boat education through seminars and formal trainings. Mike is the Cruisers Yachts and EdgeWater Brand Specialist, and has experience selling others since 1992, including Sea Ray, Formula, Regal, Chaparral, Beneteau Power, and Monterey. Mike has also been involved in general ownership dealer operations and sets up multiple rendezvous events for clients. Whether selling your boat or helping you find the perfect boat for your lifestyle, he takes great pride in providing the best customer service from start to finish

I hail from a well-known marine trades family and have been a familiar face on the Baltimore waterfront since leaving the U.S.Navy in 1985.

I joined Baltimore Boating Center in 2008 and have enjoyed working with the owner, Brenda Wilmoth, to grow their brokerage business to the success we enjoy today. The friends I’ve made through my career in boating are priceless—I’ve truly enjoyed 30 years in this trade… it’s my passion!

Our parents, Jim & Doris High bought our marina in 1965. Our family is blessed with a life of boating on the Chesapeake Bay. A career in the boating industry came natural as did hard work and having fun too. I’m proud to have helped and introduced so many folks to boating over my career – I would estimate more than 5,000! Baltimore Boating Center is a full service marina on Middle River in Baltimore County offering new boat sales of Kencraft Center Consoles & Skiffs, and we’ve grown a very successful Yacht Brokerage with four full time brokers - we’ve truly built the best team around!

JIMMY DEAN 410-353-8888 BlueWaterYachtSales.com

ROGER MOONEY 410-456-3659 BluewaterYachtSales.com

LAIRD LARRIMORE 410-829-2027 BrewerYacht.com

Jimmy Dean has owned all types of boats most of his life and has serviced/ managed them for the last 12 years with his Dean’s Yacht Services company. Jimmy strived to meet all customers’ requirements, including advice on purchasing and selling boats/ yachts. After 12 years of serving Bluewater’s maintenance needs along the East Coast, he joined Bluewater knowing it is the company for him and his clients. Call Jimmy Dean today to list your current boat and upgrade to your new vessel!

Roger began in the yacht brokerage and sales business in 1995, working for a Marylandbased company which brokered a number of quality production powerboat lines. Having a desire to deal more exclusively with custom and production sportfish, motoryachts and trawlers, Roger moved on to work with Gilman Yachts in 1998, and then in 2004, Roger opened the Maryland Office for Jarret Bay Yacht Sales. Roger is an active part of the Bluewater/Jarrett Bay team, where he continues to enjoy serving his customers’ boating needs. Roger’s success in his career is not only due to his vast knowledge of the industry, but also due to the integrity and diligence he demonstrates to his clients.

Laird started in the Brokerage industry in 1990 with Oxford Boatyard Yacht Sales in Oxford, MD, involved with power, sail, new and used vessels. As the company expanded she took on more responsibility working as closing agent, as well as managing operations and advertising. When the company sold she missed being a full-time broker, and started with Brewer Yacht Sales—a brokerage with much the same philosophy—treating each client as if they were their only client. In 2018, she opened their sales office at Zahnizer Yachting Center in Solomons, MD, and splits time between Solomons and Oxford. Call Laird to talk about how she can help you smoothly buy or sell your boat.

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NATALIE PALUGYAI & RYAN BURAS 410-220-0504 BurasMarine.com

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P.J. CAMPBELL 410-820-8689 CampbellsYachtSales.com

TAYLOR WILLIAMS 410-745-4942 CBMM.org/boatsales

Natalie Palugyai and Ryan Buras launched Buras Marine in 2014, a family-owned small business that has partnered with the best marine industry experts to o˜ er superior semi-customized boats and pontoons. The Buras Marine team is focused foremost on o˜ ering its customers an exceptional buying experience and a lineup of premier boats.

Buras Marine is excited to announce its 2019 partnerships with Sea Ox Marine, Twin Vee, Rossiter, Starcraft Marine and Starweld by Starcraft.

Campbell’s Yacht Sales has over four years of experience in the yacht sales industry. It was started as a branch of Campbell’s Boatyards and Custom Yachts, which has been a vibrant business for over 25 years. P.J. Campbell has sold boats ranging in size from a small power boat to large power and sail boats. Their o° ce is located at the Bachelor Pt. facility in Oxford, Talbot County, Maryland. In addition to the YachtWorld site, Campbell’s Yacht Sales also promotes their boats on their website, in many print publications, and social media sites to get the most publicity for the boats they have listed!

The Chesapeake Bay Maritime Museum’s Charity Boat Donation Program is run by director Taylor Williams. From luxury boats to dinghies, CBMM accepts and sells donated boats all year-round, and o˜ ers long-standing boat sales and lease/charter operations, as well as the Charity Boat Auction each Labor Day weekend. Whether you donate or buy a boat, 100% of the proceeds go toward supporting the children and adults served by CBMM’s education, curatorial, and boatbuilding programs.

JAKE BOULAY 410-827-8080 Whalertowne.com

RICK BOULAY JR 410-827-8080 Whalertowne.com

BART HILTABIDLE 410-827-8080 Whalertowne.com

Jake Boulay has been a member of the Chesapeake Whalertowne sales team since 2015. Prior to moving into sales, Jake handled logistics and service management. During his tenure he has gained an in depth knowledge of the Boston Whaler and Mercury Outboard brands. Jake’s lifetime of experience on the water gives him a true understanding of the best boat to ÿ t your needs.

Rick Boulay Jr has been a member of the Chesapeake Whalertowne sales team since 2006. Since joining the sales team Rick has become one of the highest volume sales producers for Boston Whaler nationwide and an expert within the Boston Whaler Yacht program. Whether you are looking for Brokerage Services or New Boat Sales Rick can help you get the boat you are looking for (or looking to sell) quickly and for the best value.

Rick is the General Manager of Chesapeake Whalertowne and also a member of the Boston Whaler Design Team.

Bart Hiltabidle is one of the most recognized names in the Annapolis boating community. Bart has helped shape Boston Whaler’s legacy in the Annapolis area. Whether you are in search of a 13’ Super Sport or the ˛ agship Boston Whaler 420 Outrage, Bart has the knowledge and expertise to help narrow your search to the perfect boat. Chesapeake Whalertowne opened a new and exciting location in downtown Annapolis in 2018 featuring waterfront access and an indoor showroom at the base of Ego Alley.

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2019 YACHT BROKER SHOWCASE CORI WILLIAMS 804-776-9898 DYCBoat.com

GORDON INGE 860-227-9190 DYCBoat.com

NICK STAMOULIS 410-867-9550 ClarksLanding.com

Cori Callis Williams is Lead Yacht Broker at Chesapeake Yacht Sales. Chosen ‘Best Place To Buy A New Boat’, ‘Best of the Bay’ & ‘Best of The Rivah’. CYS is the Virginia, NC, West Virginia new boat dealer for all sizes/models of Catalina Yachts, with large inventory of preowned power and sail boats. With experience and energy, Cori Williams will ÿ nd your dream boat WHEREVER it is or sell your current boat.

With a philosophy of quality service and classic integrity, CYS is here to make boat buying a pleasure. Call Cori Williams – she is selling boats!

Gordon Inge, Chesapeake Yacht Sales Yacht Broker, has years of experience in boating, service and sales. CYS and Deltaville Yachting Center, located on Broad Creek in Deltaville, Va. has been owned/operated by Lew and Onna Grimm for 18 years. Named ‘Best of the Bay’, ‘Best Place To Buy A New Boat’ and ‘Best Boating Facility’. CYS is a dealer for new Catalina Yachts from 12’ to 55’. With a large inventory of preowned power and sailboats onsite, or by doing a professional search, Gordon will get you in the right boat for your needs.

Nick Stamoulis has over two decades in sales management and a lifetime in boating. In 2015 Nick moved to South Florida where he was successfully managing and training salespeople in yacht dealerships. One of which became dealer of the year under his leadership. In 2018, Nick was o˜ ered the sales management position at Clark’s Landing Yacht Sales. Nick is excited to be in the Annapolis area. He still wakes up every day ready to learn more and to help people ÿ nd their perfect boat. Nick brings with him his years of experience and his reliable, honest sales techniques.

PAUL NASH, CPYB 410-340-2750 ClarksLanding.com

DAVID ROBINSON 410-310-8855 CurtisStokes.com

MIKE TITGEMEYER, CPYB 410˜269˜0939 CrusaderYachts.com

After a successful 36 year career in medical equipment sales and management with a premium on exceeding customer expectations, Paul came back to what he loves— boats. I joined Clarks Landing in 2007. My boating background includes a USCG Master license for vessels to 25 tons and as a ˛ y ÿ shing guide. My emphasis is on repeat and referral business from satisÿ ed customers.

Clarks Landing is a perfect ÿ t for my business background. We sell fun - which can enhance family lifestyle.

David Robinson is a native of Maryland’s Chesapeake Bay region. He has spent his entire life boating in the Chesapeake Bay, Florida and Bahamas at the helm of a wide variety of vessels. David has gained an extensive knowledge and expertise in many aspects of boating and achieved his United States Coast Guard Merchant Mariner’s Master’s License. David currently works as a broker for Curtis Stokes & Assoc. in Maryland and Florida and enjoys connecting buyers and sellers in the boat buying process throughout the eastern seaboard. David’s expertise makes the purchase process enjoyable and simple.

Crusader Yacht Sales is a dealer / broker in Annapolis. Our o˝ ce is conveniently located at Port Annapolis Marina on Back Creek. We specialize in cruising sail boats and downeast / traditional power boats. All of our brokers are experienced boaters and passionate about sharing their experiences and expertise. CYS are dealers for Tartan Sailboats & Legacy Power Boats. We also o˜ er complete brokerage services for sail and power. Our o˝ ce is located in Annapolis at Port Annapolis Marina on Back Creek. Contact any of the CYS brokers for a professional and personal sales experience!

SCOTT KINNEY 207-322-9919 GrandBanks.com

JACK ERBES 401-418-2188 HinckleyYachts.com

MARK “HAWK” ENNIS 240-383-8128 HawksMarine.com

Grand Banks Yachts is thrilled to welcome industry veteran Scott Kinney back to Grand Banks Yachts. Scott is charged with managing sales for Grand Banks, Eastbay, and Palm Beach Motor Yachts in the mid-Atlantic region. Scott’s deep passion for every aspect of boating is complemented by his endless yachting experience and will beneÿ t all of his customers during the purchase experience. As a former Grand Banks Regional Sales Manager, Scott is also uniquely qualiÿ ed to work with customers on the purchase and sale of previously owned models.

Jack Erbes joined The Hinckley Company in 1998 as a service electrician and by using the skills and training acquired during his 10 years of service in the Navy, he quickly became an expert on Hinckley’s latest innovation and assumed the role of the company’s ÿ rst Jetstick technician, he has held many positions during his 22 years with Hinckley.

Having worked for many years in both the Hinckley manufacturing facility in Maine and throughout Hinckley’s network of service yards on the eastern seaboard Jack is uniquely qualiÿ ed to assist in all aspects of the boat ownership process, don’t miss the opportunity to have these skills working to help you.

Your “BOAT GUY”. Boats are not only what I do - it is who I am. EVERY CUSTOMER’S BOAT I SELL - I treat it as if it is my sale, my boat, my money...EVERY CUSTOMER’S BOAT I HELP THEM FIND - I hunt for a the right boat as if it was for myself, negotiate it as if it were my boat, my money. A boat is not transportation.

It is a lifestyle. It is a child’s forever memory, it is the destination and the journey. I am your “BOAT GUY” and because I love what I do I am pretty damn good at it! Give me a shout...I have been told my enthusiasm for boats and boating is infectious! I earn my living one customer and one boat at a time. POWER or SAIL! NEW, USED OR BROKERAGE. March 2019

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DOMINIC FAZIO 443˜823˜9512 HawksMarine.com

JOHN GUIDOTTI 410-204-4800 HawksMarine.com

IKE LAWTON 410-693-2723 HawksMarine.com

As a Baltimore native and waterfront resident in Middle River, boating is in my blood. I have owned and operated everything from 18-46 feet. After serving in the Air Force and more than two decades of success in the corporate world, I decided to make a career change and turn my avocation into my vocation. I really enjoy sharing the boating lifestyle and my love of the Bay. I became a yacht broker in 2010 and have extensive knowledge and experience listing – and selling – all major brands. Whether it’s your next dream boat or selling your current boat, let me represent you with my open and honest manner.

John grew up boating, ÿ shing, crabbing, and canoeing on the South River and the Chesapeake. John is now living his life long dream to work in the marine industry and lives aboard a beautiful 40’ Marine Trader with his dog, Lebowski! A recent addition to Hawk’s Marine, his experience has been a boon to boaters on the Bay and his can do attitude is a great addition to the team!

Since moving to Annapolis, I have owned and raced sailboats: two J/24s, a Beneteau 29 and a Tartan 30. I have also restored and owned powerboats: a Slickcraft 28 and a Wellcraft 25 WA. I have crewed on ocean races and made boat deliveries all over the world. I belong to the Eastport Yacht Club and support their racing and cruising programs. I am also a ham radio operator (W3IKE) and actively support the Waterway Radio and Cruising Club daily, long range and 40 meter SSB net (waterwayradio.net/). With my extensive boating experience, I will be delighted to help in ÿ nding the boat that suits your needs and at the price that ÿ ts your budget.

ChesapeakeBayMagazine.com

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JOHN KAISER 443-223-7864 Yachtview.com

ART JEFFRIES 443-458-8047 CarefreeBoatDealership.com

DAN BACOT, JR. 757-813-0460 MartinBird.com

I have been personally (and sucessfully) listing, marketing and selling my select, well maintained listings since 1988 in Annapolis. I o˜ er complimentary dockage in the Annapolis area for well maintained power or sailing yachts to 80’. I will also consider the purchase of your yacht if you are considering trading her or desire an immediate sale! Call me anytime to discuss how I can assist you in becoming your buyer agent or concierge listing and selling agent. I communicate well with all corresponding brokerage agents and work to close sales in less than 90 days from listing.

We make boating truly carefree! Included in each sale: 100% customer satisfaction, competitive ÿ nancing, boat training, USCG safety kit, year-long boat storage (slip or land) at our full-service Fairwinds Marina in Annapolis.

Extended warranty also available. Featuring Annapolis’ only Evinrude & Yamaha Master Technicians. Stop in, check us out and choose the Carefree lifestyle.

Dan grew up in Annapolis, sailing with his family. Dan and his family have owned both sail and powerboats, from 22 feet to 73 feet.

His entire career has been in the marine industry. A boat is a very personal item and ÿ nding the “right boat” is an art as well as a science. Buyers and sellers will beneÿ t from Dan’s 41 years with new and used yacht sales, marina ownership, boatyard ownership and a lifetime of family boating.

Experience, dedication to the process and his true love for boating, makes ÿ nding the right boat for you second nature for Dan.

SCOTT DODGE 410-703-0263 MartinBird.com

JEFF MARTINI 301-502-8615 MartinBird.com

DYSON NAENY 410-310-6607 MartinBird.com

Scott has been involved with boats since he was a small boy in Southern California and later the Eastern Shore of Maryland. During the past 31 years in Annapolis, Scott has sold many new and brokerage boats and has represented new boat lines including Catalina, Morgan, Tartan, C&C, Farr, Boston Whaler, and Larson to name a few. His job is not only to aid a client in ÿ nding the correct boat for their needs, but also to ensure that the purchasing process is as enjoyable as the time you spend out on the water. Let his knowledge and experience work for you to turn your dream into reality.

Je˜ ’s love of boating began aboard his Dad’s 27’ Chris Craft, in the 60’s. Over the years he has sold the whole gamut of recreational boats, from Azimut to Zodiac. He has participated in the sale of nearly 2,000 boats. Je˜ ’s real calling, however, is brokerage: helping people sell their boats and ÿ nding people to buy them. He feels it’s the relationships that makes his profession a joy more than a job.

The most rewarding part is taking a buyer from a tentative feeling that they would like to explore boating, and facilitate their transition into a recreational lifestyle that will last the rest of their lives.

Dyson, a Chesapeake Bay native, has spent his life on the water. At the age of 10 he got his boaters license,allowing him to start exploring a wide range of power and sailboats . He proudly competed on his high school varsity sailing team. Having a passion for sport ÿ shing in the Atlantic, Caribbean and Paciÿ c, Dyson became a ÿ rst-mate on an o˜ shore, charter ÿ shing boat out of Ocean City, Md. It was there that he started his ÿ rst yacht management company, the second was when he moved back to Kent Island. Dyson has an excellent professional network in the marine industry. ”A ˛ uid experience is always my goal”

PETER BASS 757-679-6991 NorthPointYachtSales.com

KEN COMERFORD˜ OWNER 410-280-2038 NorthPointYachtSales.com

BRAD HERNDON 888-267-3063 NorthPointYachtSales.com

Peter Bass enjoys using his life and career in boats to ÿ nd just the right boat for a client.

Peter has decades of experience in boatbuilding, coastal and o˜ shore sailing and power boating. Peter is a regular contributor to boating magazines. Meet him at: PeterBass.com.

North Point’s goal is to make your boating experience fun and rewarding. We provide the highest level of professional service to our clients. Our goal is to ÿ nd the boat that is right for you, your lifestyle, goals, ambitions and priorities. If you are selling your boat, we will put your treasure in the right hands for the right price. Most importantly, our brokers are experienced sail- and power-boaters. Due to our ongoing involvement in the local boating community, much of our business comes from referrals. We would like to have the opportunity to share our knowledge with you.

Brad Herndon puts his knowledge, passion and experience to work for his clients. Also grounded in the boatbuilding business, Brad brings extensive experience in powerboats, including inboard and outboard powered sportÿ shing boats. Fishing, boating and the outdoors have been constant guides throughout Brad’s life and career.

March 2019

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NICK DOETSCH 443˜858˜2400 PasadenaBoatWorks.com

JOHN OSBORNE 443˜595˜6207 Pocketyachtco.com

GREG SAPP 443˜223˜7652 PocketYacht.com

Nick Doetsch was born with a passion for boating. Along with Eric Levin, he co-founded Pasadena Boat Works to provide quality service to local boat owners, and deliver a world of boating to people from all walks of life—whether privileged, or not. They deliver well-built, a° ordable craft that anyone can enjoy. As dealers for Bulls Bay, Pioneer, Carolina Ski° and Avenger boats, their customers are assured of quality vessels and the competency of a dealership named one of Boating Industry’s Top 100 Dealers in all of North America.

John has lived and worked on Maryland’s Eastern Shore for 34 years. He especially enjoys ÿ shing on the Chesapeake Bay. Prior to joining the Pocket Yacht Company, John owned and operated Midlantic Marine, a new boat dealer on Kent Island, as well as managing several large boat dealers. John brings years of knowledge and experience with outboard ÿ shing boats to Pocket Yacht Company.

Greg grew up sailing the Texas gulf coast and Mexico. When he moved to Annapolis in 1992 he bought a 44’ Trawler and spent the next two years cruising the East Coast and Caribbean. Unfortunately, only Jimmy Bu° et actually gets paid to be Jimmy Bu° ett, so he returned to Annapolis. But the suit and tie never ÿ t quite right again, so he went to work in the industry. For the past 15 years he has been helping clients ÿ nd the right cruising yachts for their particular dreams, specializing in cruising motoryachts and trawlers. He is a ÿ xture in the cruising community and has the depth of knowledge and experience to match the right boat to the right adventure.

DAVE BAUMGARTNER 410-686-1500 RiversideBoats.com

JOHN CURRY 610-299-3598

BRUCE STALEY 443-949-9041

UpperChesapeakeYachtSales.com

WaterfrontMarine.com

Welcome to Riverside Marine, helping families and friends into the boating community since 1976. Please feel free to check out our website, it’s full of the most popular family friendly boats on the bay, bowriders, ÿ shing, dayboats, overnighters, new, pre-owned, brokerage and deÿ nitely a boat for every budget. Our Demo Dock is open spring through fall and is full of boats to help guide you with your decision. Bayliner, Crownline and Sportsman Boats, Full-Service Marina, In-water and Lift Slips available, huge Service and Maintenance Department to help care for your investment, Amazon, Ebay Powerseller and In-store Parts Department.

John Curry has been in the boating industry for over 40 years. A retired VP and GM of a Fortune 500 company, he has owned numerous boats from ski boats, cabin cruisers, and SF convertibles, to large triple engine sport performance boats. His knowledge and personal experience of boats on both sides of the transaction have assisted many boaters in completing a deal. “I have a great passion for boating and the Bay lifestyle, and look forward to continuing to help buyers and sellers achieve their goals in this di˜ cult market.” Call John and see what his personal involvement can do for you!

Bruce Staley is a marine industry veteran with over 15 years experience listing and selling everything from motor yachts, long range trawlers, o° shore sportÿ shing boats, express cruisers, outboard powered center consoles and walk arounds, and outdrive powered sport boats. Bruce has been recognized as a top salesman from Robalo and other brands during his career. Combine that with a passion for boating and the Chesapeake Bay, Bruce understands the boating needs of families, ÿ shermen, and retirees.

ChesapeakeBayMagazine.com

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Worldwide Yacht Sales | Yacht Charters | New Yacht Construction

1996 100’ Azimut - $2,100,000 Tom Russell - 904.382.9610

2008 73’ Park Isle Marine - $1,300,000 Curtis Stokes - 410.919.4900

2007 50’ Beneteau - $175,000 Kevin Baird - 757.902.0985

2003 48’ Evans Boats - $139,000 David Robinson - 410.310.8855

1986 47’ Buddy Davis - $339,000 David Robinson - 410.310.8855

2001 46’ Carver - $189,000 Mark Welsh - 410.645.0007

2002 44’ Endeavour - $239,500 Mary Catherine Ciszewski - 804.815.8238

1993 44’ Beneteau - $89,900 Bill Boos - 410.200.9295

1998 42’ Treworgy - $285,000 Lin Earley - 757.672.2778

1989 42’ Carver - $97,500 David Robinson - 410.310.8855

2014 38’ Wesmac - $479,000 Curtis Stokes - 410.919.4900

2001 34’ Bavaria - $55,900 Mark Welsh - 410.645.0007

To see more details about these

and all o ther yac ht s

around

the glob

e, please visit our website below.

Annapolis, MD • St. Michaels, MD • Delaware City, DE • Deltaville, VA • Woodbridge, VA Telephone: 410.919.4900 • Email: info@curtisstokes.net

www.curtisstokes.net

March 2019

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We have the

BEST BOATS, BEST BRANDS & BEST BROKERS

in Power & Sail on the Bay. Call us today.

VISIT US AT THE SPRING BOAT SHOWS: BAY BRIDGE BOAT SHOW APR 12 - 14 ANNAPOLIS SPRING SAILBOAT SHOW APR 26 - 28

Teams in Annapolis MD & Portsmouth VA

NEW & USED BROKERAGE BOAT SHOWCASE

For our complete current inventory, contact us or visit our website.

2011 MJM Yachts 36z Express $479,000

2015 Sabre 48 Salon Express $899,000

2019 Tiara Yachts 44 Coupe 2019 Tiara SPORT 38 LS Call for Pricing Call for Pricing

2006 Princess V65 $935,000

2015 Pursuit 385 $389,000

2012 Tiara 3100 Coronet $189,000

2019 Hanse 418 Call for Pricing

2016 Hanse 455 $325,000

US POWERBOAT SHOW 2015 Sea Ray 310 2013 Jeanneau 439 ANNAPOLIS, Sundancer $169,000 MARYLAND $219,000 OCT 11 - 14, 2018

BUY OR SELL your boat with us FULL SERVICES: de-winterization & maintenance

Annapolis, MD: 410-280-2038

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info@northpointyachtsales.com

J

® BOATS

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WORLD-CLASS SALES, SERVICE & SUPPORT

877.269.3021 Maryland

BLUEWATERYACHTSALES.COM Virginia

North Carolina

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w

ON R! DE OR 58' Hatteras 1977 - Call Jud: 757.846.7909

55' Hatteras 2000 - Call Peter: 910.262.3218

54' Hatteras 1990 - Call Scott: 757.570.3944

53' Carver 1998 - Call Troy: 804.878.9097

53' Elco 1937 - Call Jud: 757.846.7909

50' Marine Trader 1981 - Call Scott: 757.570.3944

49' Grand Banks 1999 - Call Chuck: 703.999.7696

48' Sabre 2019 - Call Today: 877.269.3021

47' Bayliner 2000 - Call Scott: 703.307.5900

46' Sea Ray 2000 - Call Roger: 410.456.3659

46' Maxum 1998 - Call Scott: 703.307.5900

45' Symbol 2006 - Call Chris Jr: 757.509.0742

44' Sea Ray 2006 - Call Roger: 410.456.3659

43' Silverton 2005 - Call Harry: 757.912.6784

43' Grand Banks 2014 - Call Chuck: 703.999.7696

42' Sabre 2017 - Call Mark: 757.406.1673

42' Sabre 2008 - Call Mark: 757.406.1673

42' Sabre 2004 - Call Chuck: 703.999.7696

42’ Hatteras 1995 - Call Chuck: 703.999.7696

38' Sabre 2005 - Call Chris Jr: 757.509.0742

38' Grand banks 1998 - Call Chris Jr: 757.509.0742

36' Zimmerman 2008 - Call Kelly: 910.231.8890

32' Back Cove 2018 - Call Today: 877.269.3021

ON

60' Princess 2019 - Call Today: 877.269.3021

R! DE OR IN K! OC ST

D

BOATING’S BEST BOATING’S BEST BRANDS BRANDS (New model representation varies by territory) (New model representation varies by territory)

BLUEWATER HAS EVERY REGULATOR, JUPITER, SABRE & BACK COVE MODEL IN STOCK OR ON ORDER!

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BROKERAGE

B O A T of the M O N T H

Prepared by the Marketing Department

BRAD HOLBROOK HINCKLEY YACHT BROKERAGE Annapolis, MD 410-263-0095 bholbrook@hinckleyyachts.com www.hinckleyyachts.com

SPECIFICATIONS LOA ............................................................ 43’10” BEAM ............................................................14’ 6” DRAFT ............................................................ 2’4” WEIGHT .............................................. 2,900 lbs POWER.................. Twin CAT 8.7 liter 650HP JETS ............... Twin Hamilton 322 Jet drives CRUISING SPEED................... 29 Knots (Est.) TOP SPEED ............................... 34 Knots (Est.) ASKING PRICE .............................. $1,799,000

2017 HINCKLEY TALARIA 43 FLYBRIDGE

TRUE BLUE is the fi rst Talaria 43 Fly Bridge to come to the brokerage market. The lobster-boat-inspired profile is classic, the shear line is long and fl owing, the hull curves are just right with a tumblehome that is sensuous and eye-catching. The T alaria 43FB pilothouse features an innovative powered aft glass enclosure that disappears at the touch of a button and the huge powered side windows slide aft to create an open and airy feeling. You won’t want to miss the opportunity to take immediate delivery of one of Hinckley Y achts hottest new models!!

We Sell More Boats than Anyone in the Mid-Atlantic

2011 Sea Ray 260 Sundancer One owner, lift-kept, no bottom paint Mercruiser engine Stevensville, MD – $52,900

With more than 100 years of broker experience and knowledge, we’re the first choice when its time to sell. Our listings are backed by a strong marketing and advertising program strategically designed to sell your boat quickly and for top dollar.

2017 EdgeWater 320CC Dealership serviced, lift-kept Twin Yamaha engines Annapolis, MD – $199,000

2001 Dettling 51 Express Cruiser AnnapolisYachtSales.com | 410.941.4847

New factory rebuilt engines, single owner, Zodiac tender Easton, MD – $499,900

List Your Boat Today!

90

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Featured Brokerage

47 1982 Vagabond 47 Ke ch $140 000 38 1989 Sab e 38 Mk $89 000 35 1984 Wauqu e P e o en $64 000 47 1988 B Featured o Featured 47 7 Featured CALL 38 1981 S&S CuBrokerage omBrokerage 38 $199 000 34 2003 Brokerage Boa 105 Brokerage Deep CALL Featured Brokerage Featured Brokerage Featured Brokerage Featured Brokerage Featured Brokerage Featured Brokerage Featured Featured Featured Brokerage Featured Brokerage Featured Brokerage Featured Brokerage Featured Brokerage Featured Brokerage Featured Featured Brokerage Featured Featured Brokerage Featured Featured Featured Brokerage Brokerage Featured Brokerage Featured Brokerage Brokerage Featured Brokerage Featured Brokera Broke Bro B Featured Brokerage Featured Brokerage Featured Brokerage 46 2000 Bene eau 461 $134 900 37 2004 Ta an 3700 $195 000 34 2007 Ta an 3400 $142 500 Gulfstar 84 ar ster .......................... .................... .......... ailMaster ....

2’ 62 SailMaster Gulfstar 62’ 1984 $339,000 ..........................

621984 $339,000 62’ ..........................

SailMaster Gulfstar 62’ 62 1984 SailMaster Gulfstar $339,000 ..........................

62 1984 Gulfstar 62’ SailMaster Gulfstar 62’ $339,000 1984 SailMaster ..........................

62 $339,000 1984 SailMaster Gulfstar 62’ ..........................

SailMaster 62 Gulfstar 62’ 1984 $339,000 ..........................

62 1984 $339,000 SailMaster Gulfstar 62’ ..........................

62 SailMaster Gulfstar $339,000 62’ 1984 ..........................

62 $339,000 1984 62’ ..........................

SailMaster Gulfstar 62’ 1984 62’ SailMaster Gulfstar $339,000 ..........................

62 1984 62’ 1984 $339,000 Gulfstar ..........................

SailMaster 1984 62 Gulfstar $339,000 Gulfstar SailMaster ..........................

62 $339,000 Gulfstar 62’ 1984 SailMaster ..........................

1984 SailMaster 62 SailMaster $339,000 Gulfstar ..........................

62 1984 SailMaster $339,000 Gulfstar ..........................

1984 62 Gu SailMaster $339,000 ..........................

62 62 Gu SailMaster $339,000 s .......................... ..........................

62 ars Sa .......................... ar $339,000 62 Sa Mas $339,000 ..........................

62 Mas $339,000 er ..........................

62 $339,000 er $339,000 62 $339,000 $339,000 $339,000 $339 $339 000 000 38’ 38’ 2004 Hunter 38’ Hunter 38’ 2004 2004 38 38’ Hunter ...............................................

38 38’ 2004 Hunter ...............................................

2004 Hunter 38 38’ ...............................................

Hunter 38 38’ 2004 ...............................................

2004 38 38’ Hunter ...............................................

38 38’ Hunter 2004 ...............................................

2004 38 Hunter 38’ ...............................................

38 Hunter 38’ 2004 $129,000 ...............................................

2004 $129,000 38 38’ ...............................................

38 38’ 2004 Hunter $129,000 ...............................................

2004 $129,000 Hunter 38 38’ 34’ ...............................................

Hunter 38 38’ $129,000 2004 34’ 1990 $129,000 2004 38 1990 38’ Cabo 34’ ...............................................

38 Hunter 38’ 2004 $129,000 Cabo 34’ 1990 ...............................................

Rico 2004 $129,000 38 1990 34’ 38’ Cabo Rico ...............................................

38 34 34’ 1990 Hunter $129,000 38’ 2004 Cabo ............................................... ...........................................

34 1990 Rico $129,000 2004 38 38’ Cabo 34’ Hunter ...........................................

Rico ...............................................

38 38’ 2004 Cabo 38’ 34 34’ 1990 Hunter $129,000 ...............................................

Rico 2004 ...........................................

38’ 2004 34 1990 $129,000 Hunter 38 34’ Cabo Rico ...........................................

2004 34 ...............................................

Hunter 38 $129,000 Hunter 38’ 34’ Cabo 1990 34 ...............................................

Rico $129,000 38 Hunter 38 2004 1990 ...........................................

Cabo 34’ Rico ...............................................

38 2004 38 34 38 $129,000 Hunter Cabo 34’ 1990 ............................................... ...............................................

38 $85,000 ...........................................

34 Rico 38 2004 $129,000 Hun 1990 34’ .............................................. $85,000 ...........................................

Cabo Rico 2004 38 34 34’ 1990 er Hun $129,000 Cabo .................................... ....................................

38 $85,000 34 1990 Rico Hun $129,000 Cabo er 34’ .............................. $85,000 Rico 38 Cabo er 34 34’ 1990 $129,000 $85,000 Rico 38 .....................

34 1990 $129,000 $85,000 Cabo Rico 34’ ...............

34 $129,0 Cabo 34’ 1990 ........ $85,0 34 Rico $12 $12 19 .. $C R 62 1984 Gu s$339,000 a..........................

Sa62 Mas 62’ e2004 62 Gulfstar SailMaster 62 $339 1984 62 000 Gu ..........................$339,000 s a62 Sa Mas e$85 62 $339 000 38 2004 Hun e62’ 38 38’ 2004 Hunter 38 ...............................................$129,000 38 $129 2004 000 Hun e...............................................

38 34Hunter 1990 Cabo RHunter co 34 34’ 1990 $129 Cabo 000 Rico 34 ...........................................$85,000 1990 $85 000 Cabo R co 34 $85 000 44 1984 1982 Cape Cod Me ce 44 000 37 2006 Han eHunter 370 $99 000 34 1995 Pac fic Seac a34 C ea........................................... ock 34 CALL Mason h 84 .......................... .................... .......... ................................ ....

Ketch 3’ 53 ....................................

Mason 53’ 1984 $140,000 Ketch 1984 53 $140,000 53’ ....................................

Mason Ketch 53 53’ 1984 ....................................

Mason $140,000 Ketch 1984 53 $140,000 Mason 53’ ....................................

53 Mason 53’ $140,000 1984 ....................................

Ketch 53 $140,000 1984 Mason 53’ ....................................

Ketch 53 Mason 53’ 1984 .................................... $140,000 Ketch 1984 53 $140,000 ....................................

Mason 53’ Ketch 53 ....................................

Mason $140,000 53’ 1984 Ketch $140,000 1984 53 53’ ....................................

Mason Ketch 53 53’ 1984 ....................................

53’ Mason $140,000 Ketch 1984 53’ 1984 $140,000 53 Mason ....................................

1984 Ketch 53 Mason $140,000 ....................................

Mason 53’ Ketch $140,000 53 Mason 53’ 1984 ....................................

Ketch 53 1984 53 53 $140,000 ....................................

Mason Ketch Ketch 53 53 1984 $140,000 Mason ....................................

Ketch 1984 53 .................................... ....................................

Mason $140,000 Ketch 53 .................................... $140,000 Ketch 53 .................................... $140,000 Ke 53 .................................... $140,000 ch Ke $140,000 ch $140,000 $140,000 $140,000 $140,000 $140,000 $140 $140 000 000 37’ 37’ 2006 2006 Hanse 37’ Hanse 37’ 2006 370 2006 37’ Hanse 370 37’ 2006 ..............................................

Hanse 2006 ..............................................

370 Hanse 37’ 370 Hanse ..............................................

37’ 2006 370 ..............................................

2006 37’ Hanse 370 ..............................................

37’ Hanse 2006 ..............................................

2006 370 Hanse 37’ 370 ..............................................

Hanse 37’ 2006 $132,000 ..............................................

370 2006 $132,000 37’ Hanse 370 37’ 2006 ..............................................

Hanse 2006 ..............................................

370 $132,000 Hanse 37’ 34’ 370 Hanse ..............................................

37’ $132,000 2006 34’ 1987 370 .............................................. $132,000 2006 1987 Hanse 37’ Express 370 ..............................................

Hanse 37’ 2006 $132,000 Express 34’ 1987 ..............................................

370 2006 $132,000 1987 34’ Hanse 37’ Alsberg Express 370 34’ 1987 Hanse $132,000 37’ 2006 Alsberg Express ..............................................

1987 370 $132,000 2006 37’ Express 34’ Built Hanse Alsberg 370 37’ 2006 ..............................................

Express 37’ 34’ 1987 Built Hanse $132,000 Alsberg 2006 .............................................. ............................

37’ 2006 1987 370 $132,000 Hanse Alsberg 34’ Express ............................

Built 2006 370 Hanse $132,000 ..............................................

Alsberg Hanse 37’ 34’ Express 1987 Built 370 $132,000 .............................................. ............................

Hanse 37 2006 1987 Built Express Alsberg 34’ 370 ............................

370 ..............................................

2006 Built 37 $132,000 Hanse Express Alsberg 34’ 1987 370 .............................................. ............................ $48,000 ..............................................

37 2006 $132,000 Hanse 1987 34’ ............................

Built $48,000 Alsberg .............................................

Express 2006 370 34’ 1987 Hanse Built $132,000 Alsberg Express 370 ............................ $48,000 ...................................

1987 Hanse $132,000 Express 34’ Built ............................ $48,000 Alsberg 370 Express 34’ 1987 Built $132,000 Alsberg $48,000 370 .....................

1987 $132,000 $48,000 Alsberg Express 34’ ...............

Built $132,0 Alsber Expres 34’ 1987 Built $48,0 ...... $13 $13 19 B $ A E 53 1984 Mason 53Ketch Ke 53’ ch 1984 Mason Ketch 53 $140 1984 ....................................$140,000 000 Mason 53 Ke ch $140 000 37 2006 Hanse 370 37’ 2006 Hanse 370 ..............................................$132,000 37 $132 2006 000 Hanse 370 34 1987 Exp ess A.............................................. sbe 34’ g1996 1987 Bu $132 Express 000 Alsberg 34 1987 Built $48 000 Exp ............................$48,000 ess A sbe g$149 Bu $48 000 44 2012 Han e 53 445 $274 900 37 1998 Pac fic Seac a$132,000 CMason ea ock 37 Enco e34’ $139 000 34 W bu Downea 000 Gulfstar 84 ar ster .......................... .................... .......... ailMaster ....

0’ 50 SailMaster Gulfstar 50’ 1984 $165,000 ..........................

501984 $165,000 50’ ..........................

SailMaster Gulfstar 50’ 50 1984 SailMaster Gulfstar $165,000 ..........................

50 1984 Gulfstar 50’ SailMaster Gulfstar 50’ $165,000 1984 SailMaster 50 $165,000 1984 SailMaster Gulfstar 50’ ..........................

SailMaster 50 Gulfstar 50’ 1984 $165,000 ..........................

50 1984 $165,000 SailMaster Gulfstar 50’ ..........................

50 SailMaster Gulfstar $165,000 50’ 1984 ..........................

50 $165,000 1984 50’ ..........................

SailMaster Gulfstar 50’ 1984 50’ SailMaster Gulfstar $165,000 ..........................

50 1984 50’ 1984 $165,000 Gulfstar ..........................

SailMaster 50 Gulfstar $165,000 Gulfstar 50’ SailMaster ..........................

50 $165,000 Gulfstar 50’ 1984 SailMaster ..........................

1984 SailMaster 50 SailMaster $165,000 Gulfstar ..........................

50 1984 SailMaster $165,000 Gulfstar ..........................

1984 50 Gu SailMaster $165,000 ..........................

50 50 SailMaster $165,000 s .......................... ..........................

50 ar s Sa .......................... ar $165,000 50 Sa Mas $165,000 ..........................

50 Mas er ..........................

50 $165,000 er $165,000 50 $165,000 $165,000 $165,000 $165 $165 000 000 37’ 37’ 1998 Pacific 37’ Pacific 37’ 1998 1998 Seacraft 37’ Pacific Seacraft 37’ 1998 Pacific Crealock Pacific Seacraft 37’ Crealock Pacific Seacraft 37’ 1998 1998 Seacraft Crealock 37’ Pacific 37 Seacraft ................

Crealock 37’ Pacific 1998 37 ................

1998 Crealock Seacraft Pacific 37’ 37 Crealock Seacraft ................

Pacific 37’ 1998 37 $175,000 ................

1998 $175,000 Seacraft Crealock 37’ 37 Pacific ................

Seacraft Crealock 37’ 1998 37 Pacific ................

1998 Crealock $175,000 Pacific Seacraft 37’ 37 34’ Crealock Pacific Seacraft ................

37’ $175,000 1998 37 34’ 2001 $175,000 1998 Seacraft 2001 Crealock Pacific 37 37’ Mainship 34’ Seacraft ................

Crealock Pacific 37 37’ 1998 $175,000 Mainship 34’ 2001 ................

Crealock 1998 $175,000 Seacraft 2001 34’ Pacific 37 37’ Mainship Crealock Hardtop Seacraft 34’ 2001 ................

Pacific 37 $175,000 37’ 1998 Mainship Hardtop 2001 ................ $175,000 1998 Crealock Seacraft 37 37’ Mainship 34’ Pacific Pilot ................

Hardtop Crealock Seacraft 37 37’ 1998 Mainship 37’ 34’ 2001 Pacific $175,000 Pilot ................

Hardtop 1998 37’ 1998 Sedan...................

2001 $175,000 Crealock Pacific Seacraft 37 34’ Mainship Hardtop 1998 Sedan...................

Pilot ................

Crealock Pacific Seacraft $175,000 37 Pacific 37’ 34’ Mainship 2001 Hardtop Pilot ................ $175,000 Seacraft Pacific 37 1998 2001 Sedan...................

Crealock 37 Mainship 34’ Pilot Hardtop Seacraft 1998 Sedan...................

Seacraft ................

Crealock 37 37 $175,000 Pacific Mainship 34’ 2001 Pilot Hardtop Seacraft Sedan................... ................

37 1998 $175,000 Crealock Pac SOLD 2001 34’ 37 Sedan...................

Mainship Pilot Hardtop 1998 Crealock SOLD Crealock Seacraft 34’ 2001 Pac 37 $175,000 c Mainship Pilot Hardtop Crealock Seacra 2001 Sedan................... ................

Pac $175,000 SOLD 37 Mainship 34’ cSedan..................

Pilot Hardtop ................

Seacra SOLD 37 Crealock Mainship 37 34’ 2001 c$175,000 Pilot Hardtop ................

Seacra ................

Crea SOLD 37 Sedan.........

2001 $175,000 Mainship 34’ Hardtop ...............

SOLD Sedan...

Pilot Crea ock $175,0 Mains 37 34’ 2001 Hardt Pilot Crea $17 .....

SO 37 $17 Se 20 oc M P 50 1984 Gu s$165,000 a..........................

Sa50 Mas 50’ 1984 e1998 50 Gulfstar SailMaster 50 $165 1984 501998 000 Gu ..........................$165,000 s a50 Sa Mas e 1984 50 $165 000 37 1998 Pac c Seac a 37’ C 1998 ea ock Pacific 37 Seacraft 37 Crealock $175 1998 000 Pac 37Sab c................ ................$175,000 Seac 34 2001 a$165,000 C Ma ea nsh ock p 37 Ha 34’ d op 2001 P oTa $175 Mainship Sedan 000 Hardtop 34 2001 Pilot SOLD Ma Sedan................... nsh p Ha d op P SOLD o................

Sedan SOLD 44..........................

2012 eanneau 44 DS $269 900 37 1994 Pac fic Seac a$175,000 CGu ea ock 37 e $139 000 34 2019 an 345 O de Augu CALL 07 eau Salon .................... eanneau .......... .... ck n 9’ 49......................

Jeanneau 49’ 2007 $299,000 Salon Deck 492007 ...................... $299,000 49’ Deck Jeanneau Salon 49 ......................

49’ 2007 Jeanneau $299,000 Deck Salon 49 2007 $299,000 Jeanneau ......................

Deck 49’ Salon 49 Jeanneau ......................

49’ $299,000 2007 Salon Deck 49 $299,000 2007 ......................

Jeanneau Deck 49’ 49 Salon ......................

Jeanneau 49’ 2007 $299,000 Deck 49 Salon 2007 $299,000 Deck ......................

Jeanneau 49’ Salon 49 ......................

Jeanneau $299,000 49’ 2007 Salon Deck 49 ...................... $299,000 2007 Deck 49’ Jeanneau Salon ......................

49 49’ 2007 49’ Jeanneau $299,000 Salon Deck 49 2007 49’ 2007 $299,000 ......................

Jeanneau Deck 2007 Salon 49 ......................

Jeanneau $299,000 Jeanneau 49’ Deck 49 $299,000 Jeanneau 49’ 2007 ......................

Deck 49 2007 Salon ......................

49 $299,000 Jeanneau Deck 49 49 Salon 49 2007 $299,000 Jeanneau Deck Deck 49 ......................

Salon 2007 Deck ......................

Jeanneau $299,000 Salon Salon 49 Jeanneau ...................... $299,000 Salon Deck 49 ...................... ......................

Deck $299,000 49 Salon $299,000 Deck 49 Salon Deck ...................... $299,000 Sa ...................... $299,000 $299,000 on Sa $299,000 on $299,000 $299,000 $299 $299 000 000 37’ 37’ 1977 1977 Gulfstar 37’ Gulfstar 37’ 1977 1977 37’ 37 Gulfstar 37’ 1977 ...............................................

37 Gulfstar 1977 ...............................................

Gulfstar 37’ 37 Gulfstar 37’ 1977 ...............................................

37 1977 ...............................................

37 37’ Gulfstar ...............................................

37 37’ Gulfstar 1977 ...............................................

1977 37 Gulfstar 37’ ...............................................

37 Gulfstar 37’ 1977 $57,500 ...............................................

1977 37’ $57,500 37 Gulfstar 37’ 1977 ...............................................

37 Gulfstar $57,500 1977 ...............................................

Gulfstar 37’ $57,500 33’ 37 Gulfstar 37’ 1977 ...............................................

33’ 37 2015 $57,500 ...............................................

2015 $57,500 37 Gulfstar 37’ Tartan 33’ ...............................................

37 Gulfstar 37’ 1977 Tartan 33’ 2015 $57,500 ...............................................

1977 101 2015 33’ $57,500 37 Gulfstar 37’ Tartan 101 ...............................................

33’ 2015 -37 Gulfstar 37’ 1977 NEW Tartan $57,500 ...............................................

2015 -2015 1977 NEW 37’ 101 Tartan $57,500 33’ 37 Gulfstar IN 37’ 1977 101 Tartan 37’ ...............................................

-33’ 37 2015 STOCK Gulfstar IN NEW $57,500 1977 37’ ...............................................

1977 101 -2015 STOCK Gulfstar NEW 33’ Tartan 1977 101 IN -Gulfstar ......................

Gulfstar NEW 37’ 33’ ...............................................

Tartan 2015 37 $57,500 STOCK -STOCK ......................

Gulfstar NEW 37 ...............................................

1977 2015 101 $57,500 STOCK 37 IN Tartan 33’ 101 ...............................................

37 -STOCK ......................

37 Gulfstar IN Tartan NEW 33’ 2015 $57,500 ...............................................

-...............................................

STOCK ......................

37 1977 Gu 101 NEW CALL 2015 33’ $57,500 Tartan IN ............................................

1977 ......................

101 CALL s 33’ 2015 -Gu STOCK 37 NEW Tartan IN ar $57,500 ......................

2015 -Gu ..................................

STOCK 37 NEW s 101 CALL Tartan $57,500 33’ ar IN s ......................

101 CALL Tartan -33’ 37 2015 STOCK ar IN NEW $57,500 .....................

101 CALL -37 2015 STOCK NEW Tartan $57,500 33’ 101 CALL IN -............

NEW Tartan 33’ 2015 STOC $57,5 IN -......

NE 10 CA 20 ST $5 $5 IN T 49 2007 Jeanneau 49 49’ Deck 2007 Sa Jeanneau on 49 Deck 49 $299 2007 Salon 000 Jeanneau ......................$299,000 49 Deck Sa on $299 000 37 1977 Gu s a Salon 37 37’ 1977 Gulfstar 37 37 1977 $57 500 Gu s......................

33 37 2015 Ta an 101 NEW 33’ N STOCK Tartan $57 500 101 -$57,500 NEW 33 2015 IN CALL Ta an1977 ......................

101 NEW N CALL STOCK CALL 44 2005 Ta an 4400 $349 000 37 1982 Pac fic Seac a...............................................$57,500 C ea ock 37 Fa1977 de $98 000 33 2015 Ta an 101 T37 ade nIN $175 000 03 00 .......................... .................... ...................................... .......... artan ................................ ....

6’ 4600 Tartan ............................................

46’ 2003 $339,000 ............................................

4600 2003 $339,000 46’ Tartan 4600 46’ 2003 ............................................

Tartan $339,000 ............................................

4600 $339,000 Tartan 46’ 4600 Tartan 46’ $339,000 2003 ............................................

4600 $339,000 2003 ............................................

Tartan 46’ 4600 ............................................

Tartan 46’ 2003 $339,000 ............................................

4600 2003 $339,000 Tartan 46’ 4600 ............................................

Tartan $339,000 46’ 2003 ............................................ $339,000 4600 2003 46’ Tartan 4600 46’ 2003 46’ ............................................

Tartan $339,000 2003 46’ 2003 ............................................ $339,000 4600 Tartan 2003 4600 Tartan $339,000 Tartan 46’ ............................................ $339,000 4600 Tartan 46’ 2003 ............................................

4600 4600 2003 ............................................

46 $339,000 Tartan 4600 ............................................

46 2003 $339,000 ............................................

Tartan 2003 ............................................

4600 Tar $339,000 4600 Tar $339,000 an ............................................

4600 an ... $339,000 4600 $339,000 $339,000 $339,000 $339,000 $339,000 $339,000 $339 $339 000 $339 000 000 37’ 37’ 2009 2009 Tartan 37’ Tartan 37’ 2009 3700 2009 37’ Tartan 3700 37’ 2009 ccr Tartan 2009 ccr 3700 Tartan .....................................

37’ 3700 Tartan .....................................

37’ 2009 ccr 3700 2009 ccr .....................................

37’ Tartan 3700 ccr .....................................

37’ Tartan 2009 ccr 2009 3700 .....................................

Tartan 37’ 3700 ..................................... ccr 37’ 2009 $269,000 ccr 3700 2009 $269,000 37’ .....................................

Tartan 3700 37’ .....................................

2009 ccr Tartan $269,000 2009 ccr 3700 $269,000 Tartan .....................................

37’ 33’ 3700 Tartan .....................................

37’ $269,000 2009 33’ 2004 ccr 3700 $269,000 2009 2004 ccr .....................................

Tartan 37’ Hunter 33’ 3700 ccr .....................................

Tartan 37’ 2009 $269,000 Hunter 33’ 2004 ccr 3700 .....................................

2009 $269,000 2004 33 33’ Tartan 37’ Hunter 3700 ..................................... .................................................

33 33’ 2004 ccr Tartan $269,000 37’ 2009 Hunter .................................................

2004 ccr $269,000 3700 2009 .....................................

37’ Hunter 33 33’ Tartan 3700 .....................................

37’ 2009 .................................................

Hunter 33 37’ 33’ 2004 ccr Tartan $269,000 2009 .................................................

37’ 2009 2004 33 ccr $269,000 3700 Tartan .....................................

33’ Hunter 2009 .................................................

33 3700 Tartan ..................................... $269,000 Tartan 37’ 33’ Hunter 2004 ccr ................................................. $269,000 3700 Tartan 37 2009 2004 33 ccr .....................................

Hunter 33’ 3700 3700 2009 .................................................

33 ccr .....................................

37 $269,000 Tartan Hunter 33’ 2004 3700 $74,000 ................................................. ccr 37 2009 $269,000 ccr .....................................

Tar 2004 33 33’ $74,000 Hunter 2009 ccr .....................................

3700 .......................................... ..................................... an 33 33’ 2004 Tar $269,000 Hunter 3700 .................................... .................................... $74,000 2004 Tar $269,000 an ccr Hunter 33 33’ $74,000 3700 an ccr ........................... ..........................

Hunter 33 33’ 2004 $269,000 $74,000 3700 .....................

2004 33 ccr $269,000 $74,000 Hunter 33’ ..............

33 ccr $269,0 Hunte 33’ 2004 ........ $74,0 $26 $26 20 33 $ H 46 2003 Ta2003 an 4600 46’ 2003 Tartan 4600 ............................................$339,000 46 $339 2003 000 Ta an 4600 $339 000 37 2009 Ta an 3700 cc 37’ 2009 Tartan 3700 ccr 37 $269 .....................................$269,000 2009 000 Ta an 3700 33 2004 cc Hun e 33 33’ 2004 $269 Hunter 000 33 .................................................$74,000 33 2004 $74 000 Hun e 33 $74 000 43 2009 Ta an 4300 $349 000 37 1977 Pac fic Seac a C ea ock 37 Cu a $65 000 33 2015 Ta an 101 $159 000 .......................... ....................

9 ason ................................................ ...................................... ..........

44 ................................ ....

4 Mason 1989 44 $235,000 ................................................

1989 44 $235,000 44 Mason ................................................

44 1989 44 Mason $235,000 ................................................

1989 44 Mason $235,000 44 ................................................

44 Mason 1989 44 $235,000 ................................................

44 1989 $235,000 Mason 44 ................................................

44 Mason 1989 44 $235,000 ................................................

44 $235,000 Mason 44 ................................................

44 Mason 1989 $235,000 44 ................................................

1989 44 $235,000 44 Mason ................................................

44 1989 44 44 Mason $235,000 ................................................

1989 1989 44 44 Mason $235,000 1989 ................................................

44 Mason Mason $235,000 44 ................................................

44 Mason $235,000 1989 44 ................................................

44 1989 44 Mason 44 $235,000 ................................................ ................................................

44 1989 Mason 44 $235,000 ................................................

1989 44 Mason ................................................

Mason $235,000 44 $235,000 44 $235,000 $235,000 $235,000 $235,000 $235,000 $235 000 $235 000 000 37’ 37’ 2004 2004 Tartan 37’ Tartan 37’ 2004 3700 2004 37’ Tartan 37’ 2004 # Tartan 81 2004 # 3700 Tartan 37’ ....................................

81 3700 Tartan 37’ 2004 .................................... # 81 3700 2004 #37’ Tartan ....................................

81 3700 # 37’ Tartan 2004 ....................................

81 # 2004 3700 ....................................

Tartan 37’ 3700 ....................................

Tartan # 37’ 2004 $190,000 81 # 3700 2004 $190,000 37’ 81 Tartan 3700 37’ 2004 .................................... # Tartan $190,000 81 2004 # 3700 $190,000 Tartan 37’ ....................................

81 33’ 3700 Tartan 37’ $190,000 2004 ....................................

33’ 2000 # 3700 $190,000 2004 2000 #Tartan 37’ Nauticat 81 33’ 3700 # Tartan 37’ 2004 .................................... $190,000 Nauticat 33’ 2000 81 # 3700 2004 $190,000 ....................................

2000 81 33’ Tartan 37’ 331Motor Nauticat 3700 ....................................

33’ 2000 # Tartan $190,000 37’ 2004 331Motor Nauticat 81 # $190,000 3700 2004 37’ ....................................

Nauticat 81 33’ Tartan 331Motor 3700 Sailor 37’ 2004 ....................................

Nauticat 37’ 33’ 2000 # Tartan $190,000 331Motor Sailor 81 2004 37’ 2004 2000 # $190,000 3700 Tartan ....................................

331Motor 33’ Nauticat 81 .....................

2004 3700 Sailor Tartan $190,000 ....................................

Tartan 331Motor 37’ 33’ Nauticat 2000 ..................... #Sailor Sailor 81 $190,000 3700 Tartan 37 2004 2000 # ....................................

Nauticat 331Motor 33’ 81 .....................

3700 Sailor 3700 2004 # 37 $190,000 ....................................

Tartan Nauticat 331Motor 33’ 2000 ..................... $150,000 Sailor 81 3700 # 37 2004 $190,000 # Tar 2000 .................................... $150,000 33’ 81 .....................

331Motor Nauticat 2004 # Sailor 3700 .................................... an 33’ 2000 ..................... ....................................

Tar 81 $190,000 331Motor Nauticat $150,000 Sailor 3700 2000 ...................................

Tar $190,000 an #$150,000 Nauticat 33’ .....................

81 331Motor 3700 Sailor an #Nauticat 33’ $150,000 .........................

2000 .....................

81 $190,000 331Motor 3700 Sailor $150,000 2000 #$190,000 331Motor Nauticat 81 ................

33’ #Sailor $190,0 331Mo Nautic 81 ..........

33’ 2000 $150,0 Sail $19 $19 20 $1 3 N .

44 1989 Mason 44 44 1989 Mason ................................................$235,000 443700 1989 $235 Mason 000 44 $235 000 37 2004 Ta an 3700 #81 37’ 81 2004 Tartan 3700 #44 37 81 $190 2004 ....................................$190,000 000 Ta an81 3700 33 2000 81 Nau ca 331Mo 33’ o2000 2000 Sa $190 Nauticat o$235 000 331Motor 33 $150 2000 000 Nau .....................$150,000 ca 331Mo o81 Sa o $150 000 42 2003 Hun e441989 426 DS $142 000 37 1995 Pac c....................................

Seac a$235,000 C ea ock 37 Adven u.................................... e# $235,000 $139 000 32 2019 Legacy 32 O de une CALL 04 00 .......................... .................... ...................................... .......... artan ................................ ....

4’ 4400 Tartan ............................................

44’ 2004 $380,000 ............................................

4400 2004 $380,000 44’ Tartan 4400 44’ 2004 ............................................

Tartan $380,000 ............................................

4400 $380,000 Tartan 44’ 4400 Tartan 44’ $380,000 2004 ............................................ $380,000 2004 ............................................

Tartan 44’ 4400 ............................................

Tartan 44’ 2004 $380,000 ............................................

4400 2004 $380,000 Tartan 44’ 4400 ............................................

Tartan $380,000 44’ 2004 ............................................ $380,000 4400 2004 44’ Tartan 44’ 2004 44’ ............................................

Tartan $380,000 2004 44’ 2004 ............................................ $380,000 4400 Tartan 2004 4400 Tartan $380,000 Tartan 44’ ............................................ $380,000 4400 Tartan 44 2004 ............................................

4400 4400 2004 ............................................

44 $380,000 Tartan 4400 ............................................

44 2004 $380,000 ............................................

Tar 2004 ............................................

4400 an Tar $380,000 4400 Tar $380,000 an ............................................

4400 an $380,000 4400 $380,000 $380,000 $380,000 $380,000 $380,000 $380 $380 000 $380 000 000 37’ 37’ 2008 2008 Tartan 37’ Tartan 37’ 2008 3700 2008 37’ Tartan 3700 37’ 2008 ccr Tartan 2008 ccr 3700 Tartan .....................................

37’ 3700 Tartan .....................................

37’ 2008 ccr 3700 2008 ccr .....................................

37’ Tartan 3700 ccr .....................................

37’ Tartan 2008 ccr 2008 3700 .....................................

Tartan 37’ 3700 ..................................... ccr 37’ 2008 $249,000 ccr 3700 2008 $249,000 37’ .....................................

Tartan 3700 37’ .....................................

2008 ccr Tartan $249,000 2008 ccr 3700 $249,000 Tartan .....................................

37’ 33’ 3700 Tartan .....................................

37’ $249,000 2008 33’ 2014 ccr $249,000 2008 2014 ccr .....................................

Tartan 37’ Tartan 33’ 3700 ccr .....................................

Tartan 37’ 2008 $249,000 Tartan 33’ 2014 ccr 3700 .....................................

2008 $249,000 101 2014 33’ Tartan 37’ Tartan 3700 .....................................

101 33’ 2014 .............................................. ccr Tartan $249,000 37’ 2008 Tartan 2014 .............................................. ccr $249,000 3700 2008 .....................................

37’ 101 Tartan 33’ Tartan 3700 .....................................

37’ 2008 101 Tartan 37’ ..............................................

33’ 2014 ccr Tartan $249,000 2008 37’ 2008 101 ..............................................

2014 ccr $249,000 3700 Tartan .....................................

33’ Tartan 2008 101 ..............................................

3700 Tartan ..................................... $249,000 Tartan 37’ 33’ Tartan 2014 ccr .............................................. $249,000 3700 Tartan 37 2008 2014 101 ccr .....................................

Tartan 33’ 3700 3700 2008 101 .............................................. ccr .....................................

37 $249,000 Tartan 33’ 2014 $149,000 3700 .............................................. ccr 37 2008 $249,000 ccr .....................................

Tar 101 2014 $149,000 33’ Tartan 2008 ccr .....................................

3700 101 ..................................... an 33’ 2014 .........................................

Tar $249,000 Tartan $149,000 3700 ....................................

2014 ...................................

Tar $249,000 an ccr 101 $149,000 Tartan 33’ 3700 an ccr 101 ..........................

Tartan ..........................

33’ $149,000 2014 $249,000 3700 101 .................... $149,000 2014 ccr $249,000 Tartan 33’ 101 ccr ............. $249,0 Tartan 33’ 2014 $149,0 ....... $24 $24 10 20 $1T 44 2004 Ta2004 an 4400 44’ 2004 Tartan 4400 ............................................$380,000 44 $380 2004 000 Ta an4400 4400 $380 000 37 2008 Ta an 3700 cc 37’ 2008 Tartan 3700 ccr 37 $249 .....................................$249,000 2008 000 Ta an3700 3700 33 2014 cc$380,000 Ta an 101 33’ 2014 $249 Tartan 000 101 ..............................................$149,000 33 $149 2014 000 Ta an 101 $149 000 424400 2000 Moody 42 CC $122 700 37 1989 Sunbeam 34S $75 000 32 1981 A ed Seaw nd 32 $49 000 97 .......................... .................... ................................................ ...................................... .......... ................................ .... aga 3’ 3 Saga ..................................................

43’ 1997 $179,000 43 1997 $179,000 43’ ..................................................

43 Saga 43’ 1997 ..................................................

Saga $179,000 1997 43$179,000 Saga 43’ ..................................................

43Saga 43’ $179,000 1997 ..................................................

43$179,000 1997 ..................................................

43 Saga 43’ ..................................................

Saga 43’ 1997 $179,000 43 1997 $179,000 ..................................................

43 Saga 43’ ..................................................

Saga $179,000 43’ 1997 43 $179,000 1997 43’ ..................................................

43 Saga 43’ 1997 43’ ..................................................

Saga $179,000 1997 43 43’ 1997 $179,000 Saga ..................................................

43 1997 Saga $179,000 Saga ..................................................

43 $179,000 Saga 43 1997 ..................................................

43 43 1997 ..................................................

43 .................................................. $179,000 43 Saga 1997 .................................................. $179,000 Saga 43 1997 Saga .................................................. $179,000 43 Saga $179,000 43 43 $179,000 $179,000 $179,000 $179,000 $179,000 $179,000 $179,000 $179 $179 000 $179 000 000 36’ 36’ 1994 1994 Sabre 36’ Sabre 36’ 1994 362.....................................................

1994 36’ Sabre 362.....................................................

36’ 1994 Sabre 1994 362.....................................................

Sabre 362.....................................................

Sabre 36’ 1994 362.....................................................

1994 36’ Sabre 362.....................................................

36’ Sabre 1994 362.....................................................

1994 Sabre 36’ 362.....................................................

Sabre 36’ 1994 362.....................................................

CALL 1994 36’ Sabre 362.....................................................

CALL 36’ 1994 Sabre 1994 362.....................................................

CALL Sabre 36’ 32’ 362.....................................................

CALL Sabre 36’ 1994 32’ 2004 CALL 1994 2004 36’ 362.....................................................

C&C 32’ CALL Sabre 36’ 1994 C&C 32’ 2004 99362.....................................................

CALL 1994 2004 32’ Sabre 36’ 99Trade 362.....................................................

C&C CALL 32’ 2004 Sabre 36’ 1994 Trade C&C 992004 362.....................................................

CALL In 1994 36’ C&C 32’ Sabre .....................................

99Trade 362.....................................................

CALL In 36’ 1994 C&C 32’ 2004 Sabre .....................................

Trade 991994 36’ 1994 362.....................................................

2004 CALL In Sabre 99Trade 32’ C&C .....................................

1994 362.....................................................

CALL In Sabre Trade Sabre 36’ 32’ C&C 2004 .....................................

99362.....................................................

CALL In Sabre 36 1994 2004 .....................................

99C&C Trade 362.....................................................

32’ CALL In 362.....................................................

1994 36 .....................................

Sabre C&C Trade 32’ 2004 362............................................... $79,000 9936 CALL In 1994 Sabre 2004 32’ 99Trade .....................................

C&C CALL In 1994 362.....................................

32’ 2004 Sabre Trade .....................................

C&C 362 $79,000 992004 Sabre In CALL C&C 32’ $79,000 ..............................

99Trade 362 In CALL C&C 32’ 2004 ........................

Trade $79,000 362 992004 In CALL $79,000 99Trade C&C 32’ ...............

In CALL Trade C&C 32’ 2004 ......... $79,0 99In CAL 20 .. $ 9 T C I 43 1997 Saga 43 43’ 1997 Saga 43 ..................................................$179,000 43 $179 1997 000 Saga 43 $179 000 42 2018 Legacy 42 PS Ava ab e36’ Now $925 000 37 2007 Ta43 an 3700 Deep Kee $173 000 32 1995 Ca a36’ na 320 $39 500 36 1994 Sab e43’ 362 36’ 1994 Sabre 362.....................................................

36 1994 CALL Sab e362.....................................................

362 32Sabre 2004 C&C CALL 99 T ade 32’ n 2004 C&C CALL 99Trade 32 In 2004 $79 .....................................$79,000 000 C&C 99 T ade n$79,000 $79 000 on 81 ............................ ...................... ........................................ ............

24 .................................. ...... earson 2’ Pearson 424 42’ 1981 ............................................ $35,000 1981 42’ ............................................ $35,000 424 Pearson 42’ 1981 424 Pearson ............................................ $35,000 1981 Pearson 42’ ............................................ $35,000 424 Pearson 42’ 1981 424 $35,000 ............................................

1981 $35,000 424 Pearson 42’ ............................................

424 Pearson 42’ 1981 ............................................ $35,000 1981 ............................................ $35,000 424 Pearson 42’ 424 Pearson 42’ 1981 ............................................ $35,000 1981 42’ ............................................ $35,000 424 Pearson 42’ 1981 42’ 424 Pearson ............................................ $35,000 1981 42’ 1981 Pearson ............................................ $35,000 424 1981 Pearson Pearson 42’ $35,000 424 ............................................

Pearson 42 1981 $35,000 424 ............................................

1981 424 42 424 Pearson ............................................ $35,000 42 1981 424 Pearson ............................................ $35,000 ............................................

1981 ............................................

Pearson 424 $35,000 424 $35,000 ............................................

424 $35,000 424 $35,000 $35,000 $35,000 $35,000 $35,000 $35,000 $35 000 $35 $35 000 000 36’ 36’ 1987 1987 Freedom 36’ Freedom 36’ 1987 1987 36’ Freedom 36 36’ 1987 Freedom .............................................

36 1987 .............................................

Freedom 36’ 36 Freedom 36’ 1987 .............................................

36 1987 .............................................

36’ Freedom 36 36’ Freedom 1987 .............................................

36 1987 .............................................

Freedom 36’ 36 Freedom 36’ 1987 .............................................

36 $62,500 1987 .............................................

36’ $62,500 Freedom 36 36’ 1987 Freedom .............................................

36 $62,500 1987 .............................................

Freedom 36’ $62,500 32’ 36 36’ 1987 32’ 1995 $62,500 .............................................

36 1987 1995 $62,500 .............................................

Freedom 36 36’ Catalina 32’ Freedom .............................................

36 36’ 1987 Catalina 32’ 1995 $62,500 1987 1995 32’ $62,500 Freedom 36’ 36 320 Catalina 32’ 1995 Freedom 36’ 1987 .............................................

36 320 Catalina ............................................. $62,500 1995 1987 .............................................

36’ .............................................

Catalina $62,500 32’ Freedom 36 320 36’ 1987 Catalina 36’ 32’ 1995 Freedom .............................................

36 320 ............................................. $62,500 1987 36’ 1987 1995 .............................................

Freedom 320 ............................................. $62,500 32’ Catalina 36 1987 Freedom 320 Freedom 36’ 32’ Catalina 1995 ............................................. $62,500 .............................................

36 Freedom 36 1987 1995 ............................................. $62,500 .............................................

36 Catalina 320 32’ 1987 36 .............................................

36 Freedom Catalina 320 32’ 36 1995 ............................................. $62,500 $42,500 36 1987 .............................................

Freedom .............................................

36 1995 .............................................

32’ $62,500 $42,500 320 Catalina 1987 ..........................................

32’ 1995 Freedom 320 Catalina 36 ...................................... $62,500 $42,500 1995 Freedom ................................

36 Catalina $62,500 32’ $42,500 320 Catalina 32’ 1995 36 320 $42,500 ....................... $62,500 1995 36 $42,500 320 .................

Catalina $62,500 32’320 Catalin ..........

32’ 1995 $62,5 $42,5 ....

19 $6 $6 $ 3 C 41 2013 Han e 415 $210 000 36 1982 Canad an Sa cPearson a1987 CS 36 $35a.............................................

000 32 2015 Legacy 32 $299 000 42 1981 Pea son 424 42’ 1981 Pearson 424 42 ............................................$35,000 1981 $35 000 Pea son 424 $35 000 36 1987 F eedom 36 36’ 1987 Freedom 36 .............................................$62,500 36 $62 500 FFreedom eedom 32 36 1995 Ca na 320 32’ 1995 Catalina $62 500 320 .............................................$42,500 32 1995 $42 500 Ca a na 320 $42 500 Catalina na 01 .......................... ....................

2 ...................................... .......... ................................ ....

2’.............................................

Catalina 42 42’ 2001 $170,000 .............................................

2001 $170,000 42’ 42 Catalina 42’ 2001 .............................................

42 Catalina $170,000 .............................................

Catalina 42’ 42 42’ $170,000 2001 .............................................

42 2001 .............................................

42 Catalina 42’ .............................................

42 Catalina 42’ 2001 $170,000 .............................................

2001 $170,000 42 Catalina 42’ .............................................

42 Catalina $170,000 42’ 2001 ............................................. $170,000 2001 42’ 42 42’ 2001 42’ .............................................

42 Catalina $170,000 2001 42’ .............................................

2001 $170,000 Catalina 42 2001 $170,000 Catalina 42’ .............................................

42 Catalina 42 .............................................

2001 42 2001 .............................................

42 42 42 $170,000 Catalina ............................................. .............................................

42 2001 42 $170,000 Ca .............................................

2001 a35.5 Ca 42 $170,000 na a Ca .............................................

42 $170,000 na a500 42 na $170,000 42 $170,000 $170,000 $170,000 $170,000 $170,000 $170,000 $170 $170 000 $170 000 000 41 $170,000 2003 Ta an 4100 Kee $225 000 36 2000 Ca a$42,500 na 36 Mk $69 000 31 1984 BLegacy oBristol 31 1 $40 000 35’ 35’ 1979 1979 Bristol 35’ Bristol 35’ 1979 1979 35.5 35’ Bristol 35.5 35’ 1979 ..............................................

Bristol 1979 ..............................................

35.5 Bristol 35’ 35.5 Bristol 35’ 1979 ..............................................

35.5 1979 ..............................................

35’ Bristol 35.5 ..............................................

35’ Bristol 1979 ..............................................

1979 35.5 Bristol 35’ 35.5 Bristol ..............................................

35’ 1979 $42,500 ..............................................

1979 35.5 35’ Bristol 35’ 1979 ..............................................

Bristol $42,500 1979 ..............................................

35.5 Bristol 35’ $42,500 32’ 35.5 Bristol 35’ 1979 32’ 2016 .............................................. $42,500 1979 2016 .............................................. $42,500 Bristol 35’ 32’ 35.5 ..............................................

Bristol 35’ 1979 Legacy 32’ 2016 $42,500 ..............................................

1979 35.5 2016 32’ $42,500 32 Bristol 35’ Legacy 35.5 Downeast 32’ 2016 32 ..............................................

Bristol 35’ 1979 Legacy $42,500 Downeast 2016 ..............................................

1979 35.5 35’ Legacy $42,500 32’ 32 Bristol 35.5 35’ 1979 Legacy Downeast 35’ 32’ 32 2016 .............................................. .................................. $42,500 1979 Downeast 35’ 1979 2016 ..............................................

32 ..................................

35.5 Bristol $42,500 32’ Legacy 1979 Downeast 32 35.5 Bristol Bristol 35’ 32’ Legacy 2016 $42,500 .............................................. ..................................

Downeast 35.5 Bristol 35 1979 2016 $42,500 ..............................................

32 ..................................

Legacy 32’ 35.5 1979 35.5 Downeast 32 ..............................................

35 ..................................

Bristol Legacy 32’ 2016 $42,500 35.5 Downeast ..............................................

35 1979 .................................. ..............................................

Br SOLD 2016 32’ $42,500 32 Legacy s 1979 ...........................................

SOLD 35.5 Downeast 32’ 2016 32 o Br ..................................

Legacy $42,500 35 Downeast 2016 s Br .................................

SOLD Legacy o $42,500 32’ 32 5s35 SOLD Legacy Downeast o 32’ 32 2016 ........................

5 35 $42,500 SOLD Downeast 2016 32 ..................

5 Legacy $42,500 32’ SOLD Downea 32 Legac 32’ 2016 $42,5 .........

Dow SO 20 $4 32 ... $4 L 42 2001 Ca2001 a $170,000 na 42Catalina 42’ 2001 Catalina 42 .............................................$170,000 42Deep $170 2001 000 Ca aCatalina na 42 $170 000 35 1979 B sCatalina o 35$170,000 5 35’ 1979 Bristol 35.5 ..............................................$42,500 35 1979 $42 B s o 35.5 35 32 5Legacy 2016 Legacy 32 Downeas 32’ 2016 $42 500 32 Downeast 32 2016 SOLD ..................................

Legacy 32 Downeas SOLD SOLD 41 1983 2005 Ta an 4100 $249 000 36 2019 Legacy 36 nLegend S1989 ock CALL 30 2015 C&C 30 $139 500 C&C 83 B ............................

0 ...................... ........................................ ............ .................................. ......

0’CB C&C ..............................................

40’ 1983 $52,000 40..............................................

1983 40’ CB $52,000 40 C&C 40’ 1983 CB ..............................................

C&C $52,000 40 1983 ..............................................

C&C 40’ CB $52,000 40 40’ 1983 CB .............................................. $52,000 40 CB .............................................. $52,000 40 C&C 40’ CB ..............................................

C&C 40’ 1983 $52,000 40 ..............................................

1983 CB $52,000 40 C&C 40’ CB ..............................................

C&C 40’ 1983 $52,000 40 ..............................................

1983 40’ CB $52,000 40 C&C 1983 CB 40’ ..............................................

C&C $52,000 40 1983 40’ 1983 ..............................................

C&C CB $52,000 40 1983 C&C C&C CB $52,000 ..............................................

40 C&C 40 CB $52,000 ..............................................

40 40 1983 CB CB ..............................................

40 C&C $52,000 CB ..............................................

40 1983 ..............................................

C&C $52,000 40 1983 ..............................................

CB C&C 40 $52,000 CB C&C .............................................. $52,000 40 CB 40 $52,000 $52,000 $52,000 $52,000 $52,000 $52,000 $52,000 $52 000 $52 $52 000 000 35’ 35’ 1989 1989 Hunter 35’ Hunter 35’ 1989 1989 35.5 35’ Hunter 35.5 35’ 1989 Legend Hunter 1989 Legend Hunter 35.5 35’ Hunter 35.5 35’ 1989 ................................

Legend 1989 35.5 ................................

Legend 35’ Hunter 35.5 Legend 35’ Hunter 1989 ................................

1989 ................................

35.5 Hunter 35’ 35.5 ................................

Legend Hunter 35’ 1989 $45,500 ................................

Legend 1989 35.5 35’ $45,500 Hunter 35.5 35’ 1989 ................................

Legend Hunter $45,500 ................................

Legend Hunter 35.5 35’ $45,500 32’ Hunter 35.5 35’ 1989 ................................

32’ Legend 2008 $45,500 1989 35.5 ................................

Legend 2008 $45,500 Hunter 35’ 32’ 35.5 Legend Hunter 35’ 1989 ................................

Legacy 32’ 2008 $45,500 Legend 1989 ................................

35.5 2008 32’ $45,500 32 Hunter 35’ Legacy 35.5 ................................

32’ 2008 ..............................................

Legend 32 Hunter 35’ 1989 Legacy $45,500 ................................

2008 ..............................................

Legend 1989 35.5 35’ Legacy $45,500 32’ 32 Hunter 35.5 35’ 1989 ................................

Legacy 35’ ..............................................

32’ 32 Legend 2008 Hunter $45,500 1989 ................................

35’ 1989 ..............................................

Legend 2008 32 Hunter 35.5 $45,500 32’ Legacy 1989 ..............................................

32 Hunter 35.5 Hunter ................................

35’ 32’ Legacy 2008 Legend $45,500 ..............................................

35.5 Hunter ................................

35 1989 2008 Legend $45,500 32 Legacy 32’ 35.5 1989 35.5 Legend ..............................................

32 35 Hunter Legacy ................................

32’ 2008 $275,000 $45,500 35.5 Legend ..............................................

35 Legend 1989 Hun ................................

2008 $275,000 32’ $45,500 32 Legacy Legend 1989 35.5 ................................

32’ 2008 .........................................

32 er Hun Legacy $275,000 $45,500 35 ................................

2008 ................................... ................................

Hun Legend $275,000 Legacy er $45,500 32’ 32 5.............................

Legend 35 Legacy er ..........................

32’ $275,000 32 2008 5 $45,500 35 ....................

Legend $275,000 2008 ...................

32 5 Legacy $45,500 32’ Legend .............

32 Legac 32’ 2008 $275,0 $45,5 .......

20 $2 $4 32 $4 L 40 1983 C&C 40 CBC&C 40’ 1983 C&C 40 CB ..............................................$52,000 40CCR 1983 $52 000 C&C 4040’ CB $52 000 35 1989 Hun e40’ 35Legend 51983 Legend 35’ 1989 Hunter 35.5 35 1989 $45 ................................$45,500 500 Hun eCB 35 32 5Legacy 2008 Legend Legacy 32 32’ 2008 Legacy $45 500 32 ..............................................$275,000 32 $275 2008 000 Legacy 32 $275 000 40 1994 Hun e................................

40 5Pacific $69 900 36 2019 Ta an 365 New Mode CALL 27 2016 Fou W nn 275 Exp e 500 $89 900 98 .......................... .................... acraft .......... ................................ .... acific 0’ 40 Seacraft Pacific 40’ 1998 $215,000 ................................

1998 $215,000 Seacraft 40 40’ Pacific ................................

Seacraft 40 40’ 1998 Pacific $215,000 ................................

1998 40 $215,000 Pacific Seacraft 40’ ................................

40 Pacific Seacraft 40’ $215,000 1998 ................................ $215,000 1998 Seacraft 40 Pacific 40’ Seacraft ................................

40 Pacific 40’ 1998 $215,000 40 1998 $215,000 Seacraft 40’ ................................

40 Seacraft Pacific $215,000 40’ 1998 ................................ $215,000 1998 40 Seacraft 40’ Pacific ................................

Seacraft 40’ 1998 40’ Pacific $215,000 ................................

1998 40’ 1998 $215,000 40 Pacific Seacraft 1998 ................................

40 Pacific Seacraft $215,000 Pacific ................................ $215,000 Seacraft Pacific 40 1998 40 Seacraft 1998 Seacraft ................................

40 40 $215,000 Pacific Seacraft ................................

40 1998 $215,000 40 Pac ................................

1998 40 40 Seacraft Pac $215,000 c ................................ ................................

40 Seacra Pac $215,000 ................................ c Seacra 40 c $215,000 Seacra ................................ $215,000 40 $215,000 40 $215,000 $215,000 $215,000 $215 $215 000 $215 000 000 35’ 35’ 2004 2004 Hunter 35’ Hunter 35’ 2004 2004 356 35’ Hunter 356 35’ 2004 ...............................................

Hunter 2004 ...............................................

Hunter 356 35’ Hunter 356 35’ 2004 ...............................................

2004 356 ...............................................

35’ Hunter 356 ...............................................

35’ Hunter 2004 ...............................................

2004 356 Hunter 35’ 356 ...............................................

Hunter 35’ 2004 $75,000 ...............................................

2004 356 35’ $75,000 Hunter 356 35’ 2004 ...............................................

Hunter $75,000 2004 ...............................................

Hunter 356 35’ $75,000 31’ Hunter 356 35’ 2004 ...............................................

31’ 1986 $75,000 2004 356 ...............................................

1986 $75,000 Hunter 35’ Bristol 31’ 356 ...............................................

Hunter 35’ 2004 Bristol 31’ 1986 ...............................................

2004 356 31.1 31’ $75,000 Hunter 35’ Bristol 356 ...............................................

31’ 1986 Hunter 35’ 2004 ..............................................

Bristol $75,000 ...............................................

1986 2004 356 ..............................................

35’ 31.1 Bristol $75,000 31’ Hunter 356 35’ 2004 31.1 Bristol 35’ ...............................................

31’ 1986 Hunter .............................................. $75,000 2004 35’ ...............................................

2004 31.1 1986 Hunter 356 .............................................. $75,000 31’ Bristol 2004 31.1 Hunter 356 Hunter ..............................................

35’ 31’ ...............................................

Bristol 1986 $75,000 356 Hunter ..............................................

35 ...............................................

2004 1986 $75,000 31.1 31’ 2004 356 31.1 ...............................................

35 Hunter Bristol ..............................................

31’ 1986 $75,000 356 ............................................... ...............................................

35 2004 Hun ..............................................

1986 31.1 31’ $75,000 $52,500 Bristol ............................................

2004 31.1 356 31’ 1986 er Hun .......................................

Bristol $75,000 $52,500 356 1986 Hun .................................. .................................

31.1 Bristol er $75,000 31’ $52,500 356 31.1 Bristol er 31’ 1986 ........................ $52,500 $75,000 356 31.1 1986 .................. $52,500 Bristol $75,000 31’ 31.1 ...........

Bristo 31’ 1986 $75,0 $52,5 .....

19 31 $7 $7 $B 40 1998 Pac c Seac a 40’ 40 1998 Pacific Seacraft 40 40 $215 1998 ................................$215,000 000 Pac c40 Seac a 40 $215 000 35 2004 Hun e40’ 356 35’ 2004 Hunter 356 ...............................................$75,000 35 2004 $75 000 Hun e40 356 31 1986 B$75,000 s$215,000 o1986 31 131.1 31’ 1986 Bristol $75 000 31.1 ..............................................$52,500 31 1986 $52 B sBristol o356 31 1$52,500 $52 500 39 2010 Hun e 39 $119 900 36 1984 Kadey K ogan Mana ee $130 000 27 1987 Pac fic Seac a O on 27 $48 000 02 .......................... .................... acraft .......... ................................ .... acific 0’ 40 Seacraft Pacific 40’ 2002 $274,000 ................................

2002 $274,000 Seacraft 40 40’ Pacific ................................

Seacraft 40 40’ 2002 Pacific $274,000 ................................

2002 40 $274,000 Pacific Seacraft 40’ ................................

40 Pacific Seacraft 40’ $274,000 2002 ................................ $274,000 2002 Seacraft 40 Pacific 40’ Seacraft ................................

40 Pacific 40’ 2002 $274,000 ................................

40 2002 $274,000 Seacraft Pacific 40’ ................................

40 Seacraft Pacific $274,000 40’ 2002 ................................ $274,000 2002 40 Seacraft 40’ Pacific ................................

40 Seacraft 40’ 2002 40’ Pacific $274,000 ................................

2002 40’ 2002 $274,000 40 Pacific Seacraft 2002 ................................

40 Pacific Seacraft $274,000 Pacific 40’ ................................ $274,000 Seacraft Pacific 40 2002 40 Seacraft 2002 Seacraft ................................

40 40 $274,000 Pacific Seacraft ................................

40 2002 $274,000 40 Pac ................................

2002 40 40 Seacraft Pac $274,000 c ................................ ................................

40 Seacra Pac $274,000 ................................ c Seacra 40 c $274,000 Seacra ................................

40 $274,000 40 $274,000 40 $274,000 $274,000 $274,000 $274,000 $274 $274 000 $274 000 000 1988 1988 O’Day 35’ O’Day 35’ 1988 35 1988 35’ O’Day ..................................................

35 35’ 1988 O’Day ..................................................

1988 35 O’Day 35’ 35 O’Day 35’ 1988 ..................................................

35 35’ O’Day 35 O’Day 1988 ..................................................

1988 O’Day 35’ ..................................................

35 O’Day 35’ 1988 .................................................. $33,000 35 1988 35’ $33,000 O’Day ..................................................

35 35’ 1988 O’Day .................................................. $33,000 1988 35 O’Day 35’ $33,000 31’ ..................................................

35 O’Day 35’ 1988 31’ 1989 $33,000 ..................................................

35 1988 1989 $33,000 O’Day 35’ ..................................................

Pacific 35 31’ O’Day 35’ 1988 ..................................................

Pacific 31’ 1989 $33,000 35 1988 1989 Seacraft 31’ $33,000 O’Day 35’ Pacific ..................................................

35 Seacraft 31’ 1989 O’Day 35’ 1988 Pacific .................................................. $33,000 1989 35 1988 35’ 31 Pacific $33,000 Seacraft 31’ O’Day ..................................................

35 35’ ..................................

1988 31 Pacific Seacraft 35’ 31’ 1989 O’Day .................................................. $33,000 ..................................

1988 35’ 1988 1989 Seacraft 35 O’Day 31 $33,000 31’ Pacific 1988 Seacraft ..................................................

35 O’Day ..................................

O’Day 31 35’ 31’ Pacific 1989 $33,000 ..................................................

35 ..................................

O’Day 35 1988 1989 31 $33,000 Seacraft Pacific ..................................................

31’ 35 35 ..................................

31 Seacraft 35 O’Day Pacific ..................................................

31’ 1989 .................................................. $33,000 35 .................................. $74,500 35 1988 O 1989 Seacraft 31 31’ ............................................... $33,000 $74,500 Day Pacific 1988 35 ..................................

Seacraft 31 31’ 1989 O Pacific ..................................... $33,000 35 Day .................................. $74,500 1989 O31 Pacific Seacraft $33,000 31’ Day $74,500 35 ...........................

31 Pacific Seacraft 31’ 1989 $74,500 35 $33,000 .....................

1989 Seacraft $74,500 31 Pacific $33,000 31’ Seacraft ............

31 Pacific 31’ 1989 $33,0 $74,5 ......

31 19 Se $3 $3 $P 40 2002 Pac c 35’ Seac35’ a 40’ 40 2002 Pacific Seacraft 40 40 $274 2002 ................................$274,000 000 Pac c..................................................

Seac a1988 40 $274 000 35 1988 O..................................................

Day35’ 35 35 35’ 1988 O’Day 35 ..................................................$33,000 35 1988 $33 000 O Day 35 31 1989 Pac c Seac a 31’ 31 1989 Pacific $33 000 Seacraft 31 31 1989 $74 ..................................$74,500 500 Pac c1988 Seac a 31 $74 500 39 2019 Ta................................ an 395 ORDER MAY CALL 36 1985 Cape Do y$239,000 36 $79 000 26 2014 Ta an Fan DaySa o $75 000 96 .......................... .................... acraft .......... ................................ .... acific 0’ 40 Seacraft Pacific 40’ 1996 $239,000 ................................

1996 $239,000 Seacraft 40 40’ Pacific ................................

Seacraft 40 40’ 1996 Pacific $239,000 ................................

1996 40 $239,000 Pacific Seacraft 40’ ................................

40 Pacific Seacraft 40’ $239,000 1996 ................................ $239,000 1996 Seacraft 40 Pacific 40’ Seacraft 40 Pacific 40’ 1996 $239,000 ................................

40 1996 $239,000 Seacraft Pacific 40’ ................................

40 Seacraft Pacific $239,000 40’ 1996 ................................ $239,000 1996 40 Seacraft 40’ Pacific ................................

Seacraft 40’ 1996 40’ Pacific $239,000 ................................

1996 40’ 1996 $239,000 40 Pacific Seacraft 1996 ................................

40 Pacific Seacraft $239,000 Pacific 40’ ................................ $239,000 Seacraft Pacific 40 1996 40 Seacraft 1996 Seacraft ................................

40 40 $239,000 Pacific Seacraft ................................

40 1996 $239,000 40 Pac ................................

1996 40 40 Seacraft Pac c ................................ ................................

40 Seacra Pac $239,000 ................................ c Seacra 40 c $239,000 Seacra ................................

40 $239,000 40 $239,000 40 $239,000 $239,000 $239,000 $239,000 $239 $239 000 $239 000 000 35’ 35’ 1984 1984 Southern 35’ Southern 35’ 1984 1984 35’ Southern Cross 35’ 1984 Southern Cross 1984 Southern 35 35’ Cross ..................................

Southern 35 35’ 1984 Cross ..................................

1984 35 35’ Southern Cross ..................................

35 35’ Southern 1984 Cross ..................................

1984 35 Southern 35’ Cross ..................................

35 Southern 35’ 1984 Cross .................................. $67,500 1984 35’ 35 $67,500 Southern Cross ..................................

35’ 35 1984 Southern Cross .................................. $67,500 1984 Southern 35 35’ $67,500 27’ Cross ..................................

Southern 35 35’ 1984 27’ 1980 $67,500 Cross ..................................

1984 1980 $67,500 35 Southern 35’ Cross Pacific 27’ ..................................

35 Southern 35’ 1984 Cross Pacific 27’ 1980 $67,500 ..................................

35 1984 1980 Seacraft 27’ $67,500 Southern 35’ Cross Pacific ..................................

35 Seacraft 27’ 1980 Southern 35’ 1984 Cross Pacific .................................. $67,500 1980 1984 35 35’ Orion Pacific $67,500 Seacraft 27’ Southern Cross ..................................

35 35’ 1984 Orion Pacific Seacraft 35’ 27’ 1980 Southern Cross .................................. $67,500 27 1984 35’ 1984 1980 Seacraft Southern 35 w/ $67,500 27’ Pacific 27 1984 Cross Seacraft ..................................

Southern 35 Trailer Southern Orion w/ 35’ 27’ Pacific 1980 $67,500 Cross ..................................

27 Trailer Southern 35 1984 1980 Orion $67,500 Seacraft 35 Pacific w/ Cross 27’ 27 ......

Orion Seacraft ..................................

35 Trailer Southern Pacific w/ Cross 27’ 1980 Cross $67,500 27 ...... $52,500 ..................................

35 Trailer 1984 35 Sou 1980 Seacraft w/ Orion Cross 27’ $67,500 27 $52,500 Pacific ..................................

1984 35 Trailer ......

35 Seacraft w/ Orion 27’ 1980 hern Sou Pacific ..................................

Cross $67,500 ..................................

Trailer 27 ......

35 $52,500 1980 Sou hern Pacific Seacraft Cross w/ $67,500 27’ ...............................

27 ......

Orion hern 35 Pacific Seacraft w/ 27’ 1980 ......

Cross $52,500 $67,500 27 .....................

Trailer 35 1980 Seacraft Cross $52,500 Orion w/ Pacific $67,500 27’ 27 ......

Seacraft 35 Trailer Orion w/ Pacific 27’ 1980 $67,5 ...... $52,5 35 27 Trai Or 19 Se $6 $6 $ w P 40 1996 Pac c Seac a 40’ 40 1996 Pacific Seacraft 40 40 $239 1996 ................................$239,000 000 Pac c40 Seac a 40 $239 000 35 1984 Sou he n C oss 35’ 35 1984 Southern Cross 35 35 1984 $67 ..................................$67,500 500 Sou he n 27 C 1980 oss 35 Pac c Seac a 27’ O 1980 on Pacific 27 $67 w 500 T Seacraft a eaOrion 27 Orion 1980 $52 500 Pac 27 w/ c1984 Trailer Seac a ......

O $52,500 on 27 w TOrion a$52,500 eTrailer $52 500 38 2006 C&C 115 $179 000 36 1997 Sab eTartan 362 Deep Kee $903500 000 24 1987 Pac fic Seac a27 Dana 24 $49 900 Cal 83 ............................ ...................... ........................................ ............ .................................. ......

9’ mk IIICal 39’ 1983 39 ............................................. $55,000 IIImk 1983 39 .............................................

39’ $55,000 Cal mk III 39’ 1983 Cal .............................................

39 III $55,000 1983 mk .............................................

39 Cal 39’ $55,000 mk III Cal 39’ 39 1983 $55,000 .............................................

III mk 39 1983 $55,000 .............................................

Cal 39’ mk III Cal .............................................

39’ 1983 39 III $55,000 mk .............................................

1983 39 $55,000 Cal 39’ mk III Cal 39’ 1983 .............................................

39 $55,000 III2001 mk 1983 .............................................

39 39’ $55,000 Cal III 39’ 1983 39’ Cal .............................................

39 $55,000 III 1983 39’ 1983 mk .............................................

39 Cal $55,000 mk III Cal 39 Cal 39’ $55,000 .............................................

III mk 39 Cal 39 1983 39 $55,000 ............................................. mk III mk 1983 39 39 .............................................

Cal III $55,000 mk III 39 1983 .............................................

Ca .............................................

39 $55,000 III 1983 mk .............................................

39 Ca $55,000 mk III Ca 39 ............................................. $55,000 mk 39 mk $55,000 $55,000 $55,000 $55,000 $55,000 $55,000 $55,000 $55 000 $55 $55 000 000 35’ 35’ 2001 2001 Tartan 35’ Tartan 35’ 2001 3500 2001 35’ Tartan 3500 35’ 2001 ............................................

Tartan ............................................

3500 Tartan 35’ 3500 Tartan 35’ 2001 ............................................

3500 2001 ............................................

35’ Tartan 3500 ............................................

35’ Tartan 2001 ............................................

2001 3500 Tartan 35’ 3500 Tartan ............................................

35’ 2001 $152,000 ............................................

3500 2001 $152,000 35’ 3500 35’ 2001 ............................................

Tartan $152,000 2001 ............................................

3500 $152,000 Tartan 35’ 27’ 3500 Tartan 35’ $152,000 2001 27’ 1984 ............................................

3500 $152,000 2001 1984 ............................................

Tartan 35’ Pacific 27’ 3500 ............................................

Tartan 35’ 2001 $152,000 Pacific 27’ 1984 2001 $152,000 1984 Seacraft 27’ Tartan 35’ Pacific 3500 Seacraft 27’ 1984 ............................................

Tartan $152,000 35’ 2001 Pacific 1984 ............................................ $152,000 3500 2001 35’ Orion Pacific Seacraft 27’ Tartan 3500 35’ 2001 Orion Pacific Seacraft 35’ 27’ 1984 ............................................

Tartan $152,000 27 2001 35’ 2001 1984 Seacraft ............................................ $152,000 3500 Tartan Orion 27’ Pacific .......................

2001 Seacraft 3500 Tartan $152,000 Tartan Orion 35’ 27’ Pacific 1984 ....................... ............................................

27 $152,000 3500 Tartan 35 2001 1984 Orion Seacraft ............................................

Pacific 27’ .......................

27 3500 3500 Orion Seacraft ............................................

35 $152,000 Tartan Pacific 27’ 1984 .......................

27 3500 $48,000 ............................................

35 2001 $152,000 ............................................

Tar 1984 Seacraft Orion 27’ .......................

27 $48,000 Pacific 2001 ...........................................

3500 an Seacraft Orion 27’ 1984 .......................

Tar $152,000 Pacific 27 3500 $48,000 1984 Tar $152,000 an .................................

Orion Pacific Seacraft 27’ .......................

27 $48,000 3500 an Orion Pacific Seacraft 27’ 1984 ....................... $152,000 $48,000 3500 27 1984 Seacraft $152,000 $48,000 Orion Pacific ................

27’ 27 Seacraft $152,0 Orion Pacific ..........

27’ 1984 $48,0 27 $15 $15 Or 19 Se $P .

39 1983 Ca 39 mk 39’ 1983 Cal 39 mk III .............................................$55,000 39 1983 $55 000 Ca 39mk mk $55 000 35 2001 Ta1983 an 3500 35’ 2001 Tartan 3500 ............................................$152,000 35 $152 2001 000 Ta an 3500 27 1984 Pac............................................ c Seac a 27’ O 1984 on $152 Pacific 27 000 Seacraft 27 Orion 1984 $48 000 Pac 27 .......................$48,000 c2001 Seac a O on 27 $48 000 38 2013 Ca a na 385 $189 900 35 1984 Sou he n C o 35 $44 900 22 2017 Ca a na Cap 22 $32 500 C&C 88 ............................

8 ...................... k ........................................ ............ .................................. ......

8’Mk III C&C 38’ 1988 $57,500 38 ...........................................

III 1988 38’ Mk $57,500 38 ...........................................

C&C 38’ 1988 Mk III C&C ........................................... $57,500 38 1988 IIIC&C 38’ Mk ........................................... $57,500 38 38’ 1988 Mk III $57,500 38 1988 III Mk $57,500 38 C&C 38’ ...........................................

Mk III C&C 38’ 1988 ........................................... $57,500 38 III 1988 Mk ........................................... $57,500 38 C&C 38’ Mk III C&C 38’ 1988 $57,500 ...........................................

38 III 1988 38’ Mk $57,500 ...........................................

38 C&C 38’ 1988 Mk III 38’ C&C $57,500 ...........................................

38 1988 III 38’ 1988 C&C Mk $57,500 ...........................................

38 1988 C&C C&C Mk III 38’ $57,500 38 ...........................................

C&C III 38 1988 Mk $57,500 38 38 ...........................................

1988 Mk III Mk 38 C&C $57,500 ...........................................

III Mk III 38 1988 C&C $57,500 ........................................... ...........................................

38 III 1988 Mk C&C ...........................................

38 $57,500 Mk III C&C $57,500 38 ...........................................

Mk 38 $57,500 Mk $57,500 $57,500 $57,500 $57,500 $57,500 $57,500 $57 500 500 500 34’ 34’ 2006 2006 Beneteau 34’ Beneteau 34’ 2006 2006 34’ Beneteau 343 34’ 2006 Beneteau 343 2006 ..........................................

Beneteau 34’ ..........................................

Beneteau 34’ 2006 343 ..........................................

2006 34’ Beneteau 343 ..........................................

34’ Beneteau 2006 343 ..........................................

2006 Beneteau ..........................................

34’ 343 Beneteau 34’ 2006 343 $94,000 ..........................................

2006 34’ $94,000 Beneteau ..........................................

343 34’ 2006 Beneteau 343 $94,000 2006 ..........................................

Beneteau 34’ $94,000 26’ ..........................................

343 Beneteau 34’ 2006 26’ 2014 $94,000 343 ..........................................

2006 2014 $94,000 Beneteau 34’ Tartan 343 26’ ..........................................

Beneteau 34’ 2006 Tartan 343 26’ 2014 $94,000 ..........................................

2006 Fantail 2014 26’ $94,000 ..........................................

Beneteau 34’ Tartan 343 Fantail 26’ 2014 34’ 2006 Tartan 343 $94,000 ..........................................

Daysailor 2014 2006 34’ Fantail Tartan $94,000 26’ ..........................................

Beneteau Daysailor 343 34’ 2006 Fantail Tartan 34’ 26’ 2014 Beneteau 343 $94,000 2006 ..........................................

34’ 2006 Fantail Daysailor 2014 -$57 Beneteau $94,000 26’ Tartan Demo............. ..........................................

2006 Fantail Daysailor 343 -$57 Beneteau Beneteau 34’ 26’ Tartan 2014 Demo............. $94,000 343 Daysailor ..........................................

Beneteau 34 2006 2014 Fantail $94,000 -- Daysailor Tartan 26’ 343 Demo............. ..........................................

2006 Fantail -34 Beneteau Tartan 26’ 343 2014 Demo............. $94,000 343 .......................................... $84,000 34 2006 -Bene Fantail 2014 26’ $94,000 343 Demo............. .......................................... $84,000 ..........................................

Tartan Daysailor 2006 -Fantail 26’ 2014 Demo.............

Bene Tartan eau $94,000 343 $84,000 Daysailor 2014 Bene -Fantail Tartan $94,000 26’ 343 Demo............. eau $84,000 Daysailor .............................

-Fantail Tartan 26’ 2014 Demo............. eau $84,000 343 $94,000 Fantail Daysailor 2014 -$84,000 343 Tartan Demo...... $94,000 26’ Fantail Daysailo - Tartan Demo 26’ 2014 $94,0 $84,0 Days Fa 20 $9 -$9 $ D T D 38 1988 C&C 38 MkC&C 38’...........................................

1988 C&C 38 Mk III 38 ...........................................$57,500 1988 $57 500 C&C 38343 Mk $57 500 34 2006 Bene eau 343 34’ 2006 Beneteau 343 34 ..........................................$94,000 2006 $94 000 Bene eau 26 343 2014 Ta an Fan aBeneteau 26’ Daysa 2014 o Tartan $94 Demo 000 Fantail 26 Daysailor 2014 $84 000 Ta Demo............. an Fan aDaysailor Daysa $84,000 o.......................................

Demo $84 000

Hanse w 15 5 emo ......................... ............... .........

8’ ..............................

385 -Demo Hanse New 38’ 2015 ..............................

- 385 New CALL 2015 38’ Demo ..............................

Hanse 385 CALL 38’ 2015 Demo New Hanse -2015 ..............................

New 385 CALL Hanse 38’ Demo ..............................

385 CALL Hanse -38’ 2015 Demo New ..............................

CALL -2015 New Hanse 38’ Demo 385 ..............................

CALL - New Hanse 38’ 2015 Demo - 385 New ..............................

385 CALL 2015 Demo 38’ ..............................

385 CALL -Demo New Hanse 38’ 2015 ..............................

- 2007 New CALL 385 2015 38’ Demo ..............................

Hanse CALL 385 38’ 2015 Demo 38’ New Hanse ..............................

-2015 38’ 2015 New CALL 385 Hanse Demo ..............................

2015 CALL 385 Hanse -Hanse Demo 38’ New CALL 385 ..............................

-Hanse 38 2015 New Demo CALL 385 ..............................

385 2015 New 38 Hanse Demo 385 -Beneteau New 38 CALL ..............................

2015 New Hanse Demo -Bene CALL ..............................

2015 New 385 Demo Demo Hanse 385 ..............................

-2007 Demo Hanse CALL New .............................. ..............................

385 CALL New Demo ..............................

385 New Demo CALL ..............................

New CALL Demo CALL Demo CALL CALL CALL CALL CALL CALL 34 34’ 34 34’ 2007 2007 Bene Beneteau 34 34’ Bene Beneteau 34 34’ 2007 eau 2007 34 34’ Bene Beneteau eau 343 34 34’ 2007 Bene Beneteau 343 .......................................... eau Bene Beneteau 34 34’ .......................................... eau 343 Bene Beneteau 34 34’ 2007 eau 343 ..........................................

2007 34 34’ Bene Beneteau eau 343 ..........................................

34 34’ Bene Beneteau 2007 343 .......................................... eau 2007 Bene Beneteau ..........................................

34 34’ eau 343 Bene Beneteau 34 34’ 2007 343 $95,000 eau ..........................................

2007 34 34’ $95,000 Beneteau eau ..........................................

343 34 34’ 2007 Bene Beneteau 343 $95,000 .......................................... eau Bene Beneteau 34 34’ $95,000 26’ .......................................... eau 343 Bene Beneteau 34 34’ 2007 26’ 2014 $95,000 eau 343 ..........................................

2007 2014 $95,000 Bene Beneteau eau 34 34’ Tartan 343 26’ ..........................................

Bene Beneteau 34 34’ 2007 Tartan 343 26’ 2014 $95,000 .......................................... eau 2007 Fantail 2014 26’ $95,000 ..........................................

Bene Beneteau eau 34 34’ Tartan 343 Fantail 26’ 2014 Beneteau 34 34’ 2007 Tartan 343 $95,000 .......................................... eau Weekender 2014 2007 34 34’ Fantail Tartan $95,000 26’ ..........................................

Bene Beneteau eau Weekender 343 34 34’ 2007 Fantail Tartan 34 34’ 26’ 2014 Bene Beneteau 343 $95,000 2007 .......................................... eau 34 34’ 2007 Fantail Weekender 2014 Bene Beneteau $95,000 26’ Tartan -.......................................... eau 2007 Fantail Weekender 343 Demo..........

Bene Beneteau Bene Beneteau 34 34’ 26’ Tartan 2014 $95,000 -CALL eau 343 Weekender Demo.......... ..........................................

Bene Beneteau 34 2007 2014 Fantail $95,000 eau Weekender Tartan eau 26’ 343 2007 Fantail Demo..........

34 Bene Beneteau Tartan eau 26’ 343 2014 $95,000 343 .......................................... $96,000 Weekender 34 2007 Bene Fantail 2014 26’ $95,000 343 -.......................................... $96,000 ..........................................

Tartan Weekender eau Demo..........

2007 Fantail 26’ 2014 Bene -.......................................

Tartan eau Demo.......... $95,000 343 $96,000 Weekender 2014 Bene Fantail Tartan $95,000 343 26’ eau -$96,000 Weekender .............................

Demo..........

Fantail Tartan 26’ 2014 eau -$96,000 343 Demo.......... $95,000 Fantail Weekender 2014 $96,000 343 Tartan $95,000 26’ -Fantail Weekend Demo...

Tartan 26’ 2014 -$95,0 $96,0 Wee Dem Fa 20 $9 $9 $ W T 38 2015 Hanse 385 New 38’385 2015 Demo Hanse -Hanse New 38 2015 Demo CALL Hanse ..............................

385 New Demo CALL CALL 34 2007 Bene eau 343 34’ 2007 343 34 ..........................................$95,000 2007 $95 000 Bene eau 26 343 2014 Ta an Fan aBene 26’ Weekende 2014 Tartan $95 000 Demo Fantail 26 Weekender 2014 $96 000 Ta an --..........................................

Demo..........

Fan aDemo..........

Weekende $96,000 Demo $96 000

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stern lines

Tred Avon Stars

S

ixty-two teams, including some of the best sailors in the world, came to Oxford, Maryland in October to determine who would be the 2018 Star Class champion. This was the fouth Star world championship to be held on the Bay. After six races, Brazilians Jorge Zarif and Guilherme De Almeida celebrated the win. Photo

by Mark Hergan, DeadriseMarinePhoto.com.

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