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FEATURES FEBRUARY 2020 VOL LVII // NUMBER 6

48 Cat Man Do Larry Graf’s passion for engineering drives the designs behind a line of seaworthy power cats.

BY GARY REICH

54 Sailing for the Soul Bereft by the loss of her son, a mother finds solace, friendship and courage learning how to sail.

BY WENDY MITMAN CLARKE

58 A Bertram Rides Again The 31-foot Bertram Old Fashioned is reborn from a stripped-down hull.

BY LAURIE SCHREIBER

62 Stout & Sturdy

70 Family Heirloom An antique craft of unknown origin is the center of one woman’s world.

BY CARLY SISSON

40 Time Machine Maintaining the 91-year-old engine on the David B is an exciting endeavor for diesel buffs.

BY DIETER LOIBNER

DIETER LOIBNER

Pacific Northwest boats are built for the region’s tough conditions, which makes them capable of going pretty much anywhere.

BY PIM VAN HEMMEN

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CONTENTS

A North Pacific 44 cruises the San Juan Islands.

DISPATCHES

26 JOURNEYS

FOCUS

15 WITH FLYING COLORS

The next time you travel the Intracoastal Waterway, take the time to pull into Beaufort, South Carolina.

33 THE LOOMING CUTOFF

The Sea Tow Foundation’s sober skipper program is making a difference, one yellow bracelet at a time.

18 SEAMANSHIP Making good decisions on the water is about much more than going with your gut.

22 TECHNOLOGY So many apps now exist for boat owners that they can replace some dedicated helm equipment.

28 SEA STORIES The books, videos and podcasts we’re bringing on board this month.

30 BAY COUNTRY Thomas Point Lighthouse, one of the Chesapeake’s most iconic structures, is in trouble. How can we help?

Builders of midrange yachts say impending emissions regulations may force them to stop selling certain models, which could be bad news for consumers.

BOATWORKS 78 USED BOAT

DEPARTMENTS 10 Underway 12 Images 38 Classics 76 Seascapes 104 Just Yesterday

ON THE COVER The Ranger Tugs 41 in the Pacific Northwest

A boater who spent years on rivers trades up to an Eastern 31 Casco Bay and finds confidence cruising the New Jersey coastline.

Soundings (ISSN 1526-8268, U.S.P.S. 527-030) Vol. LVII, No. 6, is published monthly for $24.97 for 12 months by Cruz Bay Publishing Inc., an Active Interest Media company. The known office of publication is 5720 Flatiron Parkway, Boulder, CO 80301. Periodicals postage paid at Boulder, CO 80301, and other mailing offices. Postmaster: Please send address changes to Soundings, P.O. Box 37274, Boone IA 50037-0274. Please allow six to eight weeks for change. Printed in the U.S.A.

8

SOUNDINGS

NEIL RABINOWITZ

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UNDERWAY

A New Way to Tell a Great Story

I

have a lot of favorites in this issue, including what I consider to be the best photograph. Itâ&#x20AC;&#x2122;s the image on page 44: a massive, 91-year-old diesel installed in the restored ship David B of Bellingham, Washington. The coolest thing about this 100-hp engine? Thereâ&#x20AC;&#x2122;s nothing else quite like the 3-cylinder diesel built in 1929 by Washington Iron Works. Itâ&#x20AC;&#x2122;s the oldest running model from that manufacturer in existence today.

Dieter Loibner took the photograph, capturing all of the engineâ&#x20AC;&#x2122;s key parts, which are uncovered. When Loibner delivered the photo, he also sent a short video of the diesel at work. The clip is short at just 14 seconds, but it offers a rare glimpse of a classic piece of engineering that sounds like a loud sewing machine as intake and exhaust valve springs compress and release.

Now, hereâ&#x20AC;&#x2122;s the good news. You can watch that video, too. Itâ&#x20AC;&#x2122;s easy, thanks to a unique feature we provide in Soundings.

Our AR Onboard service gives readers the opportunity to enjoy augmented reality in a print magazine. Itâ&#x20AC;&#x2122;s an interactive experience of sorts. After youâ&#x20AC;&#x2122;ve had a good, long look at that excellent photo of the Washington Iron Works diesel, you can point your smartphone at the image and then watch the video that I described.

AR Onboard is a really cool feature because it brings a static photo to life, so that you can be that much more engaged in the story.

AR Onboard is exclusive to Soundings. No other marine magazine offers anything like it. We first rolled it out in the October 2019 issue and the response from readers has been great. If you havenâ&#x20AC;&#x2122;t yet watched the videos that are paired to editorial in previous issues, I hope youâ&#x20AC;&#x2122;ll take the time to do so. Itâ&#x20AC;&#x2122;s one thing to read a great story and admire the photos in an artful layout. Itâ&#x20AC;&#x2122;s another to see a marine landscape come alive on a printed page. In my mind, it takes the experience of enjoying a magazine about boats to a whole new level. For information on how to use AR Onboard, see the directions in the box below. Give it a try, and let us know what you think.

JEANNE CRAIG JCraig@aimmedia.com

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REAL BOATS, REAL BOATERS

+*'79&7= c:41 1:.. 34

EDITORIAL EDITOR-IN-CHIEF JEANNE CRAIG EXECUTIVE EDITOR PIM VAN HEMMEN ART DIRECTOR BRIANA SMITH SENIOR EDITOR GARY REICH WEB ADMINISTRATOR MARY LOU COOKE CONTRIBUTING EDITOR KIM KAVIN CONTRIBUTING WRITERS STEVE KNAUTH, DIETER LOIBNER PAT MUNDUS, DANIEL PARROT, MIKE SMITH, BEN STEIN EDITOR-AT-LARGE WILLIAM SISSON

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MARINE GROUP PRESIDENT GARY DE SANCTIS VP, MARKETING AND EVENTS JULIE JARVIE VP, EDITORIAL DIRECTOR WILLIAM SISSON VP OF MARKETING INNOVATION ERIC DALLIN BUSINESS MANAGER/FINANCIAL ANALYST CHRISTINE NILSEN PRODUCTION MANAGER SUNITA PATEL EVENT CONTENT MANAGER PETER SWANSON PRODUCTION COORDINATORS AMY PINTO, CHRIS CIRILLI, JENNIFER WILLIAMS TRAFFIC COORDINATOR SAMANTHA BRENNAN EXECUTIVE DIRECTOR, CONSUMER MARKETING DANA RAVEN CIRCULATION, FULFILLMENT MANAGER CERISSE CARPENTER DIRECTOR ACCOUNTING SHARED SERVICES KELLY BAUMGARDNER IT SUPPORT COLLIN DEHNERT

PRESIDENT & CEO ANDREW W. CLURMAN COO, CFO & TREASURER MICHAEL HENRY VP, AUDIENCE DEVELOPMENT TOM MASTERSON VP, CONTROLLER LISA PARKIN VP, IT NELSON SAENZ VP, PEOPLE & PLACES JOANN THOMAS SINGLE COPY SALES MANAGER NPS

AIM BOARD CHAIR EFREM ZIMBALIST III

PRESS PLAY This issue features AR Onboard, an augmented reality experience that turns a static photo in a layout into a video. To use the tech, download the Living Pictures app to your smartphone, select AR Onboard from the menu, press start, and then point your phoneâ&#x20AC;&#x2122;s camera at the photo. A video will play. To locate photos paired to video, look for the AR Onboard icons at left.

10

SOUNDINGS

HEADQUARTERS 10 Bokum Road, Essex, CT 06426 (860) 767-3200 â&#x20AC;˘ Fax (860) 767-1048 Editorial E-mail: editorial@soundingspub.com Advertising E-mail: sales@soundingspub.com Website: soundingsonline.com Advertising Billing Questions: 661-965-9925 SUBSCRIPTION SERVICES For questions, problems or changes to your Soundings subscription, CALL: (800) 244-8845 EMAIL: Â&#x201E;c%Ă?Ć&#x161;ŸĆ&#x2039;ŸüųƴĂ&#x201E;Ă?Ă&#x161;ŸßĆ&#x161;ÄŹÄ&#x20AC; ďďľüĚĆ&#x2039;ĹŁĂ?Ĺ&#x2026;Äľ WRITE: Soundings, P.O. Box 37274, Boone IA 50037-0274.

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DISPATCHES News, Notes and Know-How From the Waterfront

With Flying Colors

The solution to that problem came in the form of yellow bracelets that the Sea Tow Foundation asked the club to pass out as part of the Sober Skipper program. Launched in 2015, the program encourTHE SEA TOW FOUNDATION’S SOBER ages boaters to be or to designate a sober skipper before every cruise.

SKIPPER PROGRAM IS MAKING A DIFFERENCE, Wearing the yellow bracelet indicates that the person has accepted ONE YELLOW BRACELET AT A TIME that responsibility, something that Freedom Boat Club members are now asked to do before heading out onto the water.

“We’re seeing fewer incidents in general, but then when we do t was 2016, and John Giglio was seeing a problem. “It wasn’t a have an incident, we have a much firmer leg to stand on,” Giglio massive problem, but we noticed that as we continued to grow, says. “When they left, they agreed not to drink. Now we can say, there was more of a likelihood that something bad was going to ‘You broke the rules; we talked about this,’ which means we have a happen,” says Giglio, president of Freedom Boat Club, whose membetter chance of getting this person out of the club and not having to bers can use the club’s boats all across the United States. “We’re argue with them.” going to do 400,000 outings this year, and every outing is an opporIt may not sound like much, asking people to acknowltunity for somebody to get into trouble.” edge the responsibility to stay sober while wearing a That particular kind of trouble was boating under the inTop: Launched in fluence of alcohol, or BUI. While the club did training and 2015, the program yellow bracelet, but it’s working—and not only at Freedom checkouts prior to handing a boat over to a member, it had encourages boat- Boat Club. This past November, the Sea Tow Foundation no formal process for making sure skippers knew it was ers to designate a released its grant findings for 2017-18. It found that among their responsibility to stay sober. sober skipper be- the 51 states and territories with boating communities that fore each cruise. have embraced the program, 94 percent saw a reduction of “We’ve always been proactive with alcohol: If we see BUI-related deaths, accidents or injuries, and seven states three people loading up five cases of beer, we’re going to saw a reduction in BUIs across all three categories. say something,” Giglio says, “but until now, the tack we’ve Gail Kulp, executive director of the Sober Skipper program, says been taking is, if you’re OK when you come back, have fun out there. the idea is modeled after the designated-driver campaign that MothWe then started noticing people coming back a little happier than ers Against Drunk Driving launched several decades ago. they should have been. We want our members to have a good time, “It was a grass-roots effort to make sure you have a designated but they need to do it responsibly.”

I

FEBRUARY 2020

15

DISPATCHES

NEWS

Among the 51 states and territories that have embraced Sea Tow’s Sober Skipper program, 94 percent saw a reduction of BUIrelated deaths, accidents or injuries, and seven states saw a reduction in BUIs across all three categories.

driver at a time when there was no Uber or This page: Boaters are encourLyft,” she says. “We’re at the same stage with aged to request boating.” free bracelets Kulp and her team have worked with wafrom the Sea Tow terfront restaurants to recognize the bracelets Foundation. and serve sober skippers free soda or iced tea, or perhaps a discounted dessert. They’ve also worked with community leaders who come up with creative ideas for spreading the program’s message.

One of those communities is St. Johns County, the home of St. Augustine on Florida’s northeast coast. This past summer, the sheriff’s department there got a local pressure-washing business to donate its services. Kulp’s team created stencils with the Sober Skipper message, and the pressure-washers blasted the stencils over dirt-encrusted spaces to create clean graffiti that lasted for about four months. “It definitely gets people’s attention,” Sgt. Josh Underwood says.

“We put them at the boat ramp, and it was right there where they were putting the trailers in the water. We also put it on the walkways where they had to go after they launched. It was getting them to think about having a sober driver.” It’s too soon to tell whether the program’s message had a statistical effect on BUIs in St. Johns County, Underwood says, but given that the cost of spreading the message was zero, his department believes it was a no-brainer investment.

The Sea Tow Foundation funds the Sober Skipper program through a grant from the Sport Fish Restoration and Boating Trust Fund, administered by the U.S. Coast Guard. Kulp says the program reached more than 8.4 million people in 2019 alone.

Giglio says the concept has been so successful at Freedom Boat Club that his team has expanded it. In addition to members choosing a sober skipper during checkout before a cruise, they also designate a lookout. That person gets a blue bracelet.

“One of the major causes of injury on boats in general is

16

SOUNDINGS

wake-related injuries,” he says. “It’s people who don’t know how to handle a wake. They don’t slow down or tell people on board there’s a big wake coming. So, we have blue bands for lookouts.

Those people are responsible for keeping an eye out for wakes and notifying everybody to brace themselves. That has significantly reduced the amount of injuries we’re seeing on our boats.”

Giglio’s enthusiasm for the whole bracelet concept mirrors the feelings at the sheriff’s office in St. Johns County, especially given that there’s no cost of entry into the Sober Skipper program.

“The bracelets are free,” Giglio says. “Reach out to the Sea Tow Foundation and get shipments of them. Every marina, every boat dealer, everybody should be doing this. It’s an inexpensive way to promote safety.” — Kim Kavin

34 0DC FUSING PERFORMANCE & LUXURY

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SEAMANSHIP

When Momentum Is the Enemy MAKING GOOD DECISIONS AT SEA IS ABOUT MUCH MORE THAN GOING WITH YOUR GUT

By D.S. Parrott

T

welve years ago, the cruise ship Empress of the North was on a routine cruise in Alaska. The ship was carrying 206 passengers. The ship was also carrying a new third mate, fresh out of maritime school. Sensibly, there was a plan to have the new guy overlap with the senior third mate for a week, to learn the ship and its routines. But on the first day of training, the senior third mate fell ill. The captain slotted the new guy into the watch rotation. After all, he had a license. The third mate was paired with a seasoned deckhand in hopes of offsetting the inexperience.

Without any orientation to the navigational equipment or emergency procedures, and without the support of another licensed officer, the new third mate took the first underway watch of his licensed career at midnight. A little over an hour later, he was faced with a choice: whether to go north or south around a small obstruction named Rocky Island. Either way had plenty of deep water, and there should have been no problem. But as the vessel approached the island, a curious thing happened. The seasoned deckhand— without discussing the decision with anyone—chose to go north.

Then, he doubted his choice, panicked and attempted to go south.

Calm metastasized into confusion. The third mate tried to take charge, but it was too late. The ship slammed into the island at full

18

SOUNDINGS

Top: The best commercial skippers know good decisions at sea are made after identifying potential risks in advance.

speed, at the foot of a lighthouse. Thankfully, everyone on board was safely evacuated.

When a thing goes wrong, it may seem to come out of nowhere, but that is rarely the case. Along with the unspoken transfer of control from the officer to the deckhand, this story raises questions around decision-making at many levels. Decisions made at the last minute are coin flips, and that’s no way to run a boat. Instead, try to identify potential risks in advance: navigational hazards, weather, the effect of darkness, and the fortitude of your passengers. This type of planning is elementary, and if you already do it, don’t underestimate the importance of what you are doing. It is what keeps you from having to flip a coin in extremis.

The seeds of this accident were sown hours earlier, when the captain put the new third mate in charge with insufficient support. It was a default decision—the path of least resistance. He could have juggled the watch schedule of the other officers, or stood watch with the new third mate himself (at least until daylight), or provided clearer guidance on the preferred route. The decision made was the most convenient, but clearly not the best.

Sometimes, a default decision really is the best way to go. But each of us is born with a marvelous capacity to see what we want to see, and not what is there. The path of least resistance can disguise options that are less convenient, but safer. Don’t leave the dock if you aren’t prepared to improvise, but make sure your improvisation isn’t setting up something worse. And don’t put people in positions that they are not prepared to handle.

Momentum greases the skids for default decisions. The Empress of the North had already sailed when the senior third mate fell ill.

ALAMY

DISPATCHES

SEAMANSHIP

The schedule, the watch rotation and the passengers’ hopes were already in motion. This confluence of expectations can create an almost irresistible force, even for the most safety-conscious mariner.

Momentum was at work for the new third mate too. He wanted to be a team player.

We all do. Once he received his battlefield promotion, in his mind, there was no turning back.

“ On boats, a lot of bad decisions seem to center around getting somewhere on time.”

It’s important to question the effect of momentum on your decisions.

We all tend to become invested in the plan, whatever the plan may be. If faced with a hurricane or an engine that simply will not start, the decision to postpone is easy. But when the information is murky—a marginal forecast, batteries not holding a charge as well as usual—the desire to proceed and hope for the best can be powerful. Knowing the effect of momentum at the outset is a line of defense against setting forth in the face of facts that say you shouldn’t.

On boats, a lot of bad decisions seem to center around getting somewhere on time. When the captain of Empress asked the new third mate to take the watch at midnight without the scheduled orientation, the mate agreed. Questioning the decision of the captain on the first day of work is a situation most of us would prefer to avoid, but the mate had some constructive options that fell well short of mutiny. He could have requested more guidance on the route, a daylight watch or the support of another officer. Or, he could have simply said he was not comfortable taking the watch without having completed the legally required safety training. This last point should get the attention of any captain, and compel a rethinking of the plan.

Momentum is abetted by the illusion that you have no choices. In reality, the choices may not always be obvious, but they are almost always there. The perception that you have no choice is one of the surest signs that you are about to make a poor decision. After the grounding of the

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Empress of the North, it was absurdly obvious that the captain could have juggled the watches of more seasoned officers, or taken the watch himself, or have joined the new third mate at intervals.

Experience usually produces good decisions, but not always. The new third mate was clearly inexperienced; he did not know what he did not know. The captain was experienced, but that didn’t help him with this particular decision.

Samuel de Champlain made 27 voyages across the Atlantic in the early 17th century. He ventured far and wide throughout the interior of a North America that was largely a mystery to settlers at the coasts.

Prevoyance is the word that he used to describe his approach to thinking ahead, blending experience with an awareness of what he did not know to arrive at the best possible decision. Prevoyance sounds a lot like listening to your gut. So, listen to your gut when making an important decision around the safety of your boat and those who are along for the ride.

Most of us make mostly good decisions, both ashore and afloat. This is probably due to our own versions of prevoyance. Like Champlain, we are often faced with making decisions with imperfect information. But here’s the thing about decision-making: Even when we do make a poor one, it rarely brings serious consequences. Either the matter at hand just isn’t that momentous, or a quick course correction saves us.

The good news is that life contains more near-misses than actual accidents.

The bad news is that the experience of rarely having to pay full price for poor decisions means that we end up thinking we are better than we are, and that is nectar for complacency.

I was recently invited to sail on a 50foot schooner in Maine. The owner was keen to get going. He asked me to steer the boat out of the harbor while he readied the sails. Somewhat flattered, I was on the cusp of saying “sure” when I thought about the Empress of the North.

This channel was narrow and unbuoyed. The chart showed three submerged rocks somewhere along the port side. And there was a shoal somewhere to starboard. There was good water in between, but where? I didn’t even know our draft.

The owner gave me a look of slight disappointment when I declined the assignment. Inconvenient? Damn right.

QUIZ TEST YOUR

SEAMANSHIP KNOWLEDGE 1. INLAND RULES: When there is doubt as to whether the situation is an overtaking or not: A. Sound the danger or doubt signal B. Assume an overtaking situation and act accordingly C. Change course to forward of the beam of the other vessel to make sure of the situation D. All of the above 2. INLAND RULES: The vessel proceeding upbound against the current on the Great Lakes and Western Rivers shall: A. Swing across the current so the other vessel can slide by B. Proceed at full speed so passing is rapid C. Hold as necessary to permit a safe passing D. Cut around the other vessel as it can maneuver easier 3. INTERNATIONAL RULES: All of the following indicate a vessel in distress except which: A. Flames coming from the vessel B. Firing of a gun at one-minute intervals C. Five or more short rapid blasts D. Continuous sounding of a horn or bell 4. INTERNATIONAL RULES: When underway in fog the presence of another vessel is detected forward of your beam before it is sighted or heard, action taken to avoid a close quarters situation should: A. Consist of several small course changes taken early B. Be a substantial course change C. Consist of several small speed changes D. Not to be taken 5. INTERNATIONAL RULES: When should a stand-on vessel in a crossing situation take action to avoid a collision?

A. When action by the stand-on vessel alone will not prevent collision B. When action by the give-way vessel will not prevent collision C. In extremis only D. Anytime it wants to

ANSWERS: 1. B, Rule 13, 2 .C, Rule 9, 3. C, Annex IV, 4. B, Rule 19, 5. B, Rule 17

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TECHNOLOGY

The Mobile App Method SO MANY APPS NOW EXIST FOR BOAT OWNERS THAT THEY CAN REPLACE SOME DEDICATED EQUIPMENT

By Ben Stein

S

martphones have enough processing power, sensors and capabilities to augment or even replace navigation equipment. While I still believe boats should have at least one dedicated display, as mobile devices are susceptible to moisture, heat, dead batteries and falling overboard, the list of mobile apps is extremely long, with more coming out every day.

Today’s navigation apps, for instance, have features and functions that rival, and in some cases beat, those that come with dedicated hardware. One of the biggest advantages a mobile device has is an (almost) always available internet connection. This connection makes updating charts and other data easier and more frequent. Here’s a look at some of the leading navigation apps available for onboard use right now.

Navionics Boating This navigation app has dock-to-dock auto-routing, community-

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sourced SonarChart and easily downloaded daily chart updates. In the past year, Navionics added support for ActiveCaptain Community crowdsourced data, and the display of AIS data from an onboard AIS receiver. Here’s how SonarChart Live works: It records depth data from an onboard instrument and displays it in real time on a chart. That data is also recorded and shared with Navionics, which creates a SonarChart layer based on data received from many boaters.

This app also has Plotter Sync. If you’re using a B&G, Lowrance, Raymarine or Simrad multifunction display, then you can synchronize your routes between the display and the app, which has an annual U.S. and Canada subscription priced at $22.

Aqua Map It displays Waterway Guide and ActiveCaptain Community crowdsourced information about marinas, anchorages,

hazards and navigational features. The app also has an anchor alarm. U.S. and Canadian charts are available for $40, with lifetime updates included. An added feature set called Aqua Map Master, available at $10 per year, lets boaters display Army Corps of Engineers surveys overlayed onto charts. Aqua Map Master also includes Route Explorer and the ability to display AIS and instrument data.

Many of the features were developed for cruising the Intracoastal Waterway. iNavX This company has been offering mobile device marine navigation since 2008. Its app costs $5 with access to free charts from the National Oceanic and Atmospheric Administration. Additional charts are available within the app’s store, and the app supports the broadest range of chart sources of any mobile app. In addition to NOAA sources, they include Navionics, Canadian Hydrographic Service, Explorer ChartBooks’ Bahamas Charts, Blue Latitude Press’ Mexico charts, NV Chart’s worldwide coverage and Delius Klasing’s European charts. In addition, iNavX displays the Top: New apps make boating easier as they keep updated information at your fingertips and can summon help when you need it.

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Top: The Aqua Map app shows a route down the Caloosahatchee River, with Route Explorer data visible in the top right corner.

weather and Waterway Guide companion content as chart layers, allowing boaters to display additional information on top of a chart.

If the boat is equipped with an AIS module and Wi-Fi gateway, then iNavX can display AIS and other information. And, iNavX can display AIS information even if the boat doesn’t have an AIS receiver or transceiver. With the AISLive service, iNavX uses a series of receiving stations to transmit AIS information to the mobile device via the internet. This data isn’t updated as quickly as the information coming

Other Types of Apps Boating apps aren’t limited to navigation. The U.S. Coast Guard and BoatUS each have apps aimed at making boating safer and easier.

The BoatUS app lets skippers check the weather, look for local discounts, check membership and insurance status, and call for a tow. The Coast Guard app lets boaters fill out a float plan and file it with friends and family; report hazards, pollution or suspicious activity; and learn about recommended and required safety equipment, rules of the road, state boating regulations and sign-ups for a Coast Guard Auxiliary safety check.

Weather apps are also a growing category. Coastal and offshore boaters might want dedicated marine weather applications, while inland and river cruisers might be better off with a general-purpose, land-focused weather app. Almost all weather information in the United States comes from NOAA sensors; the main differences among weather apps are the forecasting model applied to the data, and the way it’s displayed.

Overall, the combination of various apps and a mobile device may or may not be a full-fledged replacement for dedicated equipment on board a boat. However, the apps can make boating easier and more pleasant. They keep information at your fingertips, keep you updated when conditions change, and can summon help when you really need it.

BEN STEIN

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JOURNEYS

Heart of the Lowcountry

By Bob Arrington

T

he Lowcountry of South Carolina is not only a place, but also a way of life. That’s something I’ve discovered over the years, while traveling through the region on my way north and south along the Intracoastal Waterway. Sculpted by the rivers that slowly carve their way to the ocean, the Lowcountry, river basins and sea islands have a unique geography and diverse culture that come from the blend of early inhabitants—English, French and Spanish, along with African and Caribbean people brought in to work the indigo and rice plantations that today are nature preserves and protected wildlife habitats. There’s also a surreal beauty to the live oaks draped in Spanish moss.

When cruising through the Lowcountry aboard our trawler, a frequent stop for our crew is the town of Beaufort, South Carolina.

Founded in 1711 as the second-oldest city in South Carolina, after Charleston, its location on the Beaufort River—a navigable tributary of Port Royal Sound—has made it a valuable deep-water port for more than 300 years.

Beaufort had the mixed blessing of being one of the first cities in the South to be occupied

by Union troops only a few months into the

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Civil War; the fortunate part is that many of the structures were saved as housing for the Northern army.

Today’s residents have restored many of the historic houses, and some 300 acres of the city are designated as a National Historic Landmark. This wonderful collection of antebellum architecture has drawn the attention of more than one Hollywood director, with The Great Santini, The Big Chill, The Prince of Tides, Forrest Gump and G.I. Jane all having been shot on location. The Beaufort International Film Festival, held in February, is a must-visit for boaters who also enjoy the cinema.

Those who like to be active outdoors will find opportunities for walking, hiking, bicycling, bird-watching, fishing, kayaking, scuba diving and more. The restored waterfront at the Henry C. Chambers park is not only a great place to relax and take in the peaceful view of the river and surrounding islands, but it is also used throughout the year for cultural festivals.

You may only visit and not stay in the Lowcountry, but once you visit, a part of Beaufort will always stay with you.

WHERE TO DOCK Safe Harbor Beaufort Located in the heart of downtown, it offers shower and laundry facilities, courtesy transportation, Wi-Fi and a ship’s store.

Safe Harbor Port Royal Marina Located on Beaufort River, about 2 nautical miles south from downtown Beaufort, the facility can accommodate vessels up to 140 feet.

WHERE TO DINE Plums Restaurant A local favorite for the best Southern-inspired dishes, serving lunch and dinner.

Saltus River Grill An urban spot with seafood, sushi and steak, and views along the Beaufort River.

Marker 244 Located at Port Royal Landing, this family friendly, Caribbeaninspired, Tiki-themed restaurant blends Caribbean flavors with Lowcountry seasoning.

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SEA STORIES

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LOBSTER BOAT LIFE Fifth-generation boatbuilder Robert “Chummy” Rich is the name behind Bass Harbor Boat in Tremont, Maine. Though he sold his interest in the company in 2014, his name remains synonymous with finely built wooden lobster boats, commercial vessels and recreational craft.

The 30-minute documentary “Chummy Rich: Maine Boat Builder” takes viewers from lofting to launching as Rich and his crew build the 28-foot wooden cabin cruiser Andromeda. Gunner Hansen wrote the film and Bob Bowman scored the music. Joe Marshall is the narrator. Dobbs Productions filmed, edited and produced the documentary with support from the Tremont Historical Society, among others. You can view the film on YouTube.

SAVE OUR SALMON If you’ve eaten salmon, chances are pretty good you’ve consumed fish that were raised using aquaculture, a process more widely known as fish farming. While the relatively low price and consistent quality of this

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type of salmon is tempting to many buyers, the truth is that many salmon farming operations are harmful to ocean environments. Most of these farmed salmon are raised in large, crowded, open-water pens that release fish waste into the ocean.

Pens also create an environment in which disease and parasites flourish, affecting local wild salmon stocks.

The farmed fish, which are genetically inferior to their wild counterparts, also often escape their pens. Once free, they can breed with wild stocks and pollute their superior gene pool. Outfitter Patagonia tries to educate the public about the impacts of farmed salmon in “Artifishal,” a new 80-minute documentary that exposes some of the dangers of farmed salmon to our oceans and the wild salmon stocks.

Watch it on YouTube, Apple’s TV app or stream it on Amazon Prime Video.

MORE SALTY STORIES ADVENTURE ON THE HIGH SEAS Sailing a longdistance passage on the open ocean is a bucket-list item for many, but because it’s fraught with unknowns that many sailors choose to stay close to shore. Ocean Sailing paints a picture of what ocean sailing really is about, told through the experiences of others who have ventured across the ocean. Chapters cover gear and equipment, safety, boat preparations, budgeting, planning, weather, communications and repairs. Paul Heiney wrote the book with help from members of the Royal Ocean Cruising Club, Ocean Cruising Club and Cruising Club of America. ($35, Adlard Coles)

THE LOOP LIFE The America’s Great Loop Cruisers’ Association supports cruisers making the 6,000-mile journey from the Gulf of Mexico up the Eastern Seaboard, through the canals north of the Hudson River, down the Great Lakes and back to the Gulf of Mexico. Hundreds of cruisers have made the journey, earning an AGLCA pennant.

The AGLCA podcast on Apple’s podcast app stopped uploading new episodes about a year ago, but the library remains, packed with six years’ worth of episodes.

Advice runs the gamut, from anchoring and no-discharge zones to locking through. If you’ve ever wondered what daily life on “the Loop” is like, then this is your podcast.

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Saving a Screwpile ONE OF THE MOST BELOVED STRUCTURES ON CHESAPEAKE BAY IS IN TROUBLE

By Gary Reich

I

Bottom: Thomas Point Shoal Lighthouse, commissioned in 1875, is one of the most recognizable structures on Chesapeake Bay.

GARY REICH

t was 144 years ago when several hundred iron, steel and wooden parts and pieces were floated down the Chesapeake Bay from Baltimore, Maryland, to where the Thomas Point Shoal Lighthouse stands today. The screwpile lighthouse, which is about 50 feet tall and around a mile and a half from the Annapolis, Maryland, shoreline, is one of the Chesapeake’s most iconic structures.

And it’s in dire straits. After decades of exposure, dozens of steel tie rods and beams that stabilize the lighthouse cottage are badly corroded, endangering the integrity of the cottage itself.

John Potvin is one of the people trying to save it. He serves as the lighthouse’s preservation foreman, and he took me out for a look one chilly November morning. Three carpenters were also on board, to work on replacing one of the lighthouse’s wooden beams.

“She looks fine from here,” I said from the boat as the lighthouse came into view. “Wait until we get closer,” Potvin replied.

He was right. As I unloaded my gear onto the wooden dock, the lighthouse’s troubles were immediately apparent. Rust and corrosion had consumed a good portion of the base, including many of the tie rods and beams that keep the cottage stable. Some of the tie rods were so severely corroded that they’d been reduced to the

diameter of a pinkie on an average hand. The last preservation work to these components took place approximately 15 years ago.

“Many beams and some tie rods were replaced.” Potvin says, “but the work was a sort of Band-Aid.” Though another lighthouse once stood farther inshore, the current Thomas Point Shoal Lighthouse was constructed in 1875 from a kit of sorts, shipped down in stages from Baltimore. Thomas Point Shoal Lighthouse is a screwpile lighthouse, built upon several beefy, cast-iron pilings that workers hand-screwed about 10 feet into the clay bottom, which, where the lighthouse stands, is 8 feet below the surface of Chesapeake Bay. These screwpiles are in remarkably good shape, even though the reinforcing steel beams and tie rods bolted and riveted to them are decaying.

“Various bits and pieces have been replaced or repaired over the years,” Potvin says, “but we’ve got a real project on our hands.”

Lighthouse preservation is expensive, backbreaking work. Since the structure is a National Historic Landmark, Potvin says, it should be repaired with the materials and methods of its time.

“We’ve replaced quite a few tie rods already,” he says. “They have to be done very carefully, one at a time. The new beams and rods we’re installing have better corrosion-resistant coating systems, so we’re hoping to get 40 to 60 years out of them.”

The lighthouse at one time was fully manned. Lightkeepers were required for chores such as refilling the kerosene lamp, raising

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GARY REICH

Left: Preservation foreman John Potvin points out a new beam that was recently fitted to the lighthouse.

counterweights that turned the fourth-order Fresnel lens, winding a bulky metal contraption that rang the fog bell in reduced visibility, and recording shipping traffic. Despite the gorgeous view, it was boring, monotonous and sometimes lonely work.

The U.S. Coast Guard took over managing Thomas Point from the U.S. Lighthouse Society, and detailed plans in 1972 to dismantle and automate the light. Public outcry over the plans saved the lighthouse, which was listed on the National Register of Historic

Places in 1975. In 1986, the lighthouse became the last navigational aid of its type on Chesapeake Bay to be automated. It received National Historic Landmark status in 1999.

Today, Thomas Point Shoal Lighthouse is owned by the city of Annapolis, which purchased it in 2004. The United States Lighthouse Society and Annapolis Maritime Museum manage the renovations, upkeep and fundraising. The U.S. Coast Guard maintains an easement to maintain the light as an aid to navigation, and the National Oceanic and Atmospheric Administration maintains a weather station here. â&#x20AC;&#x153;The goal is to continue making the inside of the lighthouse more presentable for tours and visitors,â&#x20AC;?

Potvin says, â&#x20AC;&#x153;but our main priority right now is the corroded beams and tie rods.â&#x20AC;?

As of December, Potvinâ&#x20AC;&#x2122;s organization had raised $248,866 with the help of grants and fundraising events, leaving a $150,000 shortfall for the repair work. A GoFundMe page had raised an additional $43,000. For more information, go to gofundme.com/f/save-the-thomas-point-lighthouse.

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31

FOCUS

The Looming Cutoff BUILDERS OF MIDRANGE YACHTS SAY IMPENDING EMISSIONS REGULATIONS MAY FORCE THEM TO STOP SELLING CERTAIN MODELS

By Kim Kavin

D

o you want to pay a half-million bucks more for your next yacht, or do you not want to have the option of buying the yacht at all? Those are the only two choices that boatbuilders say consumers will have because of Tier III emissions regulations that the International Maritime Organization (IMO) has scheduled to take effect January 1, 2021. The regulations will hit boats with a load-line length of at least 78 feet, which generally means yachts starting around 90 feet in length overall, and will apply to any boat that cruises outside U.S. or international waters, including in the Mediterranean and Caribbean.

“What’s happening is that we can say, ‘Here, Mr. Customer, thanks for buying the boat, but it costs more, you have less space and you’re really restricted in where you can go,” says Darren Dubois, compliance officer at Washington-based Westport Yachts.

The IMO Tier III regulations are intended to reduce nitrogen oxide emissions by approximately 70 percent compared with current Tier II standards. Builders have known for a few years that the deadline was coming, but received an extension because the technology to achieve the goals didn’t yet exist beyond commercial-grade ships and superyachts. The request for another exemption has been denied, and builders are trying one more appeal, meaning the regulations will likely go into effect even though builders say the

required technology still isn’t ready for yachts of midrange sizes.

And many builders are caught in the crosshairs, from Westport, Florida-based Hargrave Yachts and New Jersey-based Viking Yachts in the United States to U.K.-based Sunseeker and Princess Yachts, Italy’s Sanlorenzo, Azimut and Ferretti Yachts, and more.

“There’s a laundry list of negative impacts,” says Chris Landry, director of communications at Viking Yachts, which says it will have to cease production on its 92 Convertible and 93 Motoryacht.

“The cost of a yacht is going to go up by more than $500,000. The operation and maintenance costs go up. The weight goes up 6,600 pounds. A great amount of heat is produced by these systems, and that means systems have to be put in to reduce the heat. All of this means that speed and range go down. It reduces accessibility for service, and it affects the interior volume of the yacht.

Top: The Viking 92 is one boat that may go out of production if the builder is forced to comply with regulations that require the implementation of selective catalytic reduction technology for engines.

FEBRUARY 2020

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“ We’ve never fought a regulatory issue. They all made sense. But this makes, zero, zero, sense.”

—Pat Healey, Viking Yachts “It” is a technology called selective catalytic reduction, or SCR. Sometimes, it’s referred to as a scrubber. It’s the only technology that exists to achieve what the IMO Tier III regulations require. The technology breaks down nitrous oxide emissions into components that aren’t harmful, so they can be discharged.

Builders say two primary problems with current SCR technology are its size and a material called urea that it needs to work.

The SCR systems can’t fit in engine rooms as they’re currently designed, and designers would have to find even more room on existing models for tanks to hold the urea. “We’re trying to find space for the scrubbers—which can be huge, if they’re even available at all for the engine type—and to store the urea, which runs at about 5 percent of your fuel

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capacity,” Dubois says. “We’re talking about finding room for a 500-gallon tank somewhere on a 164-footer.”

And even if they can figure out where to put the urea tanks, builders say most yacht owners won’t be able to find places to refill them. It’s a lot harder to find the stuff than it is to find a diesel pump at a fuel dock. “Urea is not widely available anywhere, and when it is available, it will only be in major ports,” Landry says. “Not only is the technology not available, but the infrastructure is not there yet either for recreational boaters. These systems are made for commercial vessels.”

Westport builds composite boats, which adds yet another layer of problems with the SCR technology, according to the company’s CEO, Daryl Wakefield. “The scrubbers can’t be insulated, so in a fiberglass or composite boat, that’s a problem because of heat,” Wakefield says. “The engine exhaust is running at roughly 1,000 degrees, and you can’t insulate it. In a metal boat, that’s less of a problem, but it’s still a problem.”

The Dutch exhaust manufacturer Marquip has developed an SCR system that could work on boats of the size in question, but builders are resisting a third-party option.

Because today’s engines are packed with sensors that talk to other systems on board, builders say, it’s important that the SCR

systems come from engine manufacturers themselves, to ensure compatibility and responsibility in case of a problem.

“You have outside companies making SCR components and saying they will work with any engine that’s manufactured,” says Pat Healey, president and CEO of Viking Yachts.

“Can you imagine putting in a system that’s manufactured by somebody other than the engine manufacturer? You’ll have the boatbuilder, that’s one party, and then the engine manufacturer, that’s the second party, and now there’s going to be a third party.

If there’s a problem, it’s going to be everybody’s fault—that’s why we’re insisting we will not use an SCR system unless it’s manufactured by the engine manufacturer.”

And given that the engine manufacturers haven’t yet figured out how to downsize the SCR systems to work with their engines for yachts of this size, designers at the shipyards don’t even know how to start reworking the yacht layouts to fit whatever the engine-makers eventually come up with. “From a design standpoint, it’s not easy to design the elements when you don’t know what they are

Bottom: The new regulations, according to Viking, could also cost jobs if the builder has to pull models from its production line.

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year, to make sure it actually works before yet,” Dubois says. “The engine manufacturregulations force it onto all kinds of boats. ers are still testing what these things are “They should be literally putting a system going to be. At the end of the day, we’re in a boat within the next 12 months and not sure what we’re going to get, what we’ll then let it get 1,000 or 1,500 hours need to place in the vessel to beto prove the installation in all the come compliant.”

Top: Yacht different climates where boats Healey says the engine-makers builders like operate,” Healey says. “In cold who work with Viking are still Pat Healey are exasperated by water and cold air, an engine can trying to work out the size and shape of the SCR systems that regulations going last forever. Put the engine in the into effect before Bahamas in July, that’s the worst would fit in his 92s and 93s. the tech is ready. scenario. Put it there and see how “They’re having trouble getting it does.” it to marry up to their engines,” Viking says that stopping production on Healey says. “All the companies have big its largest sportfishing boat will put a lot of engines that they use in ferry boats and people out of work. Introduced in 2014, the commercial boats. What they’re doing is model has so far found nearly two dozen taking the 4000 series components and just owners, with Hulls No. 20 and 21 in producutilizing half of what you normally would tion now. Viking builds three or four of the for a 2,600-horsepower engine. They don’t large sportfish boats a year. Other buildhave time to design it from a clean piece of ers have not yet gone as far as Viking has, paper, for our size boats. They have to try stating publicly that specific models will to make it work with what they have, and no longer be built, but they’re expressing it’s big. It’s just big.” similar concerns as they try to resolve the That the regulations are going into eftechnological problem. fect before the technology is ready has left “My guess is that it might just not be cost yachtbuilders like Healey exasperated. effective to go forward on some of the mod“We’ve never fought any other regulatory els,” says Dubois, at Westport. “We haven’t issue. It all made sense,” he says. “There solved it yet, but we’re working on it.” were smoky engines. There were things An even bigger concern, Dubois adds, is that could make a better planet. The panathat the IMO will add the same regulations cea that they’re proposing, this just makes to existing yachts that don’t have the space zero, zero, sense at this time in the world to be retrofitted without major redesigns. for recreational boating.”

“The biggest fear I’m hearing is, what hapThe right way to introduce a new techpens after 2021?” he says. “We’re being told nology into boats of this size, Healey adds, the older boats are grandfathered, but if would be to wait for the engine manufacthat changes, we’re all in trouble.” turers to get it right and then test it for a

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s

Red Jacket Illustration by Jim Ewing

B

etween periods at a hockey game at Toronto’s Maple Leaf Gardens in 1965, Canadian hotel builder and inveterate yachtsman Peter Connolly asked sailboat designer George Cuthbertson to build him the “meanest, hungriest 40-footer afloat.”

The result was Red Jacket, named after a recordsetting White Star Line clipper ship from the 1850s.

Launched in May 1966, the fiberglass racing machine won 11 of 13 races in Canada that season, including the prestigious Freeman Cup and the Lake Ontario International.

Spurred by his boat’s success, Connolly took her south to the “conch-shell-and-flying-fish circuit,” otherwise known as the Southern Ocean Racing Conference (SORC) series. It drew world-class racers to the waters off Florida and the Bahamas. When Red Jacket won the St. Petersburg-to-Venice race, yachtsmen took notice. She came out of the north completely unknown,” Cuthbertson said later. “The Americans sat up and paid attention.”

They were up against a revolutionary boat, one that changed how boats would be built. Cuthbertson used balsa wood to build up the hull; the low-density tree wood was sandwiched between layers of fiberglass to produce a lightweight, easily driven hull. Red Jacket is acknowledged as a pioneer in the type of construction, which was quickly imitated. (Balsa-core skeptics worried the wood could get wet and deteriorate; yearly testing of Red Jacket never found a problem.)

In 1969, Cuthbertson and his business partner, George Cassian, formed C&C Yachts, producing a series of cruiser-racer boats that included a C&C 40.

They built them in Canada and Germany as well as in the United States.

Cuthbertson was eventually inducted into the Canadian Sailing Hall of Fame and died in 2017 at age 88. Connolly, no longer able to board boats in later life, used a radio-controlled Laser to teach young people the rules of racing. He died within a few days of Cuthbertson. Their legacy is Red Jacket, which C&C describes as “a celebrated sailboat that revolutionized the construction of boats in its day, won lots of races and resulted in a little-known Canadian boat designer vaulting to success.” —Steve Knauth

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SOUNDINGS

CLASSICS

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At age 91, the David B takes passengers to scenic spots along the Alaskan coast, but diesel buffs find her original engine and the job of keeping it humming just as exciting.

TIME

STORY AND PHOTOGRAPHY BY DIETER LOIBNER

MACHINE

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SOUNDINGS

A

PHOTO CREDIT

wobbly 14-second video shows part of the giant diesel engine, as tall as a man at 6 feet and as long as two at 12 feet. Three cylinders sit in line, the rocker arms and tappets frivolously exposed like fuel and oil lines. The whole assembly sounds like a loud sewing machine that’s playing a waltz as intake and exhaust valve springs do their thing: compress and release.

If you are into old boats and engines, there’s nothing quite like this Washington Iron Works three-cylinder diesel from 1929, with all its key parts fully uncovered and easily accessible. This magnificent machinery appears to have traveled in time from a different era when high tech was all mechanical, and when power was doled out by the teaspoon.

It produces only 100 hp, good for 6.5 knots cruising and 7 knots WOT at 350 rpm.

That’s placid by today’s standards, but this engine has been around for 90 years, doing duty as the main propulsion system of the David B, a charming little cruise ship that was fastidiously restored and now plies the waters between her home port of Bellingham, Washington, and scenic points far to the north.

“It’s the oldest running Washington Iron Works diesel,” says Jeffrey Smith, 50, the David B’s co-owner and captain.

“When we got her, it was the oldest [Washington Iron Works engine] in existence. Typically, they were used in generators and logging equipment.”

The 65-foot, 67-ton vessel that the engine powers is named for David W. Branch, once a manager at the cannery firm of Libby, McNeill & Libby. Built from Douglas fir planks on steam-bent oak, and laminated fir frames by Lake Washington Shipyard in Houghton, Washington, the David B launched in 1929 and went north to the cannery in Ekuk on the Nushagak River. There, she worked for about 25 years, towing a fleet of small, unmotorized fishing boats

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Left: The David B is powered by this Washington Iron Works three-cylinder diesel from 1929 that produces just 100 hp.

to their salmon fishing grounds and back.

Then, things changed in the early 1950s.

First, the river altered course, which left the David B high and dry on a beach. Then, the economics of commercial fishing shifted, rendering the decades-old vessel obsolete.

She fell on hard times, which lasted until 1998, when Smith and his wife, Christine, found the boat on Lopez Island, Washington.

They bought and restored her to near-original condition under their corporate banner, Northwest Navigation.

Until their first passenger trip in 2006, they toiled for the boat and sleuthed to find engine parts, an odyssey neatly chronicled in Christine Smith’s book, More Faster Backwards, published in 2011.

The David B’s amenities include a deck-level galley with a wood-burning stove, a salon with panoramic views, and four guest staterooms with private heads. Eight passengers can sign up for the experience of adventure cruising and witnessing the beauty of the Inside Passage, the fjords and the wildlife of the Tongass National Forest.

The owners take pride in keeping their guests happy while preserving their classic boat and introducing upgrades in quasi-homeopathic doses—by adding navigation and communication electronics, for instance, or replacing the old glassed-over, tongue-andgroove deck above the galley with lighter, VIEW THE PHOTO AT LEFT IN AUGMENTED REALITY Download the Living Pictures app from the App Store. Tap AR Onboard, press start and point your camera at the photo.

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Left: Special tools were required to restore this old engine; weighing anchor requires running the main engine, since a dog clutch connects the engine shaft to the windlass.

Opposite page: Christine and Jeffrey Smith with David B.

It produces only 100 hp, which is good for 6.5 knots.

Thatâ&#x20AC;&#x2122;s placid by todayâ&#x20AC;&#x2122;s standards, but this engine has been around for 91 years.

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The Washington Iron Works diesel also was ahead of its time, stronger and watertight aluminum. It’s also become nearly imposFletcher reckons, because of a common-rail fuel system, which sible to source parts for the diesel, so Jeffrey Smith makes them in is typical for contemporary marine diesels. “The difference is, of his machine shop. course, fuel pressure,” he says. On the 65-foot David B, with her He added blowers to the engine room to lower the ambient temmechanical spray valves, the maximum is 3,000 to 5,000 psi, while perature, which used to reach 115 degrees Fahrenheit. Now, it’s today’s diesels use piezoelectric injectors and up to 50,000 psi. about 85 degrees Fahrenheit. And he installed a sophisticated skimLast, Fletcher was impressed by the quick starts that compressed mer system to separate engine oil from the bilge water before pumpair produced. “There’s no cranking forever,” he says. “She just fired ing it overboard. up instantly.”

The lifeblood for the Washington Iron Works is 40-weight oil.

That’s a good thing, because weighing anchor on the About a gallon of the stuff gets distributed to 74 ports David B requires running the main engine. A dog clutch every two hours while the boat is underway. The capconnects the engine shaft to the windlass. Once it is tain and mate normally do it, sharing the duties for engaged, the rotating shaft runs forward and gears up to running the ship and serving passengers. Only once in DAVID B the windlass, which then reels in the ground tackle. a while, guests volunteer as oilers and wipers.

Length: 65’0” After an estimated 45,000 total lifetime operating Last September, on the southward trip from KetBeam: 16’0” hours, Jeffrey Smith says, the engine is best checked not chikan, Alaska, to Bellingham, Dan McGuire of Santa Draft: 7’0” just by monitoring gauges, but by listening to whether Cruz, California, who restores old boats and builds Displ.: 134,000 lbs. her sound makes the right music. If something needs bottle ships (see Soundings April 2019), and Ron Fletchtweaking, he’s got the goods. er, a retired diesel mechanic from Vancouver, British “Restoring an old Volkswagen, you need a lot of Columbia, wanted to be part of the David B’s business specialty tools,” he says. “This engine is the same. side, happily reporting for duty when it was time to When we bought the boat, a pile of these goofy wrenches with crazy administer 10W-40 oili to valve rocker gear, push tubes, rockers, folshapes came with it. So, I put them all in a wooden box.” lowers and injectors. They also drizzled some Marvel Mystery Oil on Another of Fletcher’s go-to tools is, as strange as it sounds, the valve stems. king of diamonds.

“David B’s engine is quite different, with a marine gear for reverse “When the engine runs, we want all cylinders to warm up evenly, forward and neutral,” Fletcher says. Having taught diesel mechanwhich I can check on a pyrometer gauge,” he says. “If one needs ics at Vancouver Community College, he’s a subject matter expert help, I use a playing card as a shim to increase fuel flow.” who’d learned about exactly these types of engines many years ago And that’s just what an oiler might have done 91 years ago. in a class designed to produce engineers for the towboat industry.

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CAT MAN DO Larry Graf’s passion for engineering drives the designs at Aspen Power Catamarans been to that area,” Graf Larry Graf is a numbers BY GARY REICH says. “My mom and guy, though you wouldn’t dad bought a 26-foot think it by talking with Tollycraft when I was him. His jovial manner, in high school and eventually ended up with a his beaming, semi-bearded smile and his conta42-foot Monk trawler. It was a great time on the gious laughter don’t quite match up with how water for all of us.” most folks picture a pocket-protector engineer.

In high school, Graf began messing around Graf’s happy place is crunching data. Boat data, with cars and studied metalwork, describingto be specific. himself as a “motorhead” during those years.

Graf has dozens of rugged and efficient He enjoyed tinkering with engines and creating power cat designs under his belt, including things in the school’s metal shop. those he conceived as the founder of Glacier “I was working for a guy at the Daily OlymBay Catamarans. Today, he heads up Aspen pian newspaper who had a business delivering Power Catamarans, a Pacific Northwest buildfurniture, so I designed and fabricated some trucker of cruising power cats that are seakindly, camper-style canopies that he could store his furtough, fuel efficient and roomy. niture in,” Graf says. Metal fabrication ended up His love of boating, engineering and becoming a lucrative side job; Graf used some of the the rugged coastlines of the Pacific Northmoney to buy his first boat, a Hobie 14 catamaran. west go back more than 50 years. Born A Hobie 16 came next. Graf and his girlfriend, in 1957, Graf grew up in what he calls Cathy—who would become his wife—raced coman outdoorsy family of three boys and petitively from their junior year in high school one girl. He remembers camping, fishthrough sophomore year of college at Western ing and exploring the Puget Sound region Washington University in Bellingham, Washin an 18-foot, 6-inch Glen-L cuddy cabin ington. There was a fast progression of other with a 35-hp Johnson on the back that his boats, including a 13-foot Livingston power cat, father built from a kit in their garage. a 13-foot Boston Whaler and a 27-foot Catalina The family moved up to a 24-foot Tollycraft, sailboat, which Graf says cemented his love for which allowed them to start cruising around exploring the San Juan Islands. the San Juan Islands when Graf was about 12.

While in college, Graf was the student director “That was just a massive adventure for the famof the Viking Car Program, which today is still ily, and especially for my dad, who had never

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JONATHAN COOPER

Left: Aspen Power Catamaran’s lineup includes models ranging from 28 to 40 feet LOA. A new 52-footer is on the drawing board.

at the forefront of automotive technology and innovation. “We had teams of 60 to 70 students who designed and built from scratch some ultra-aerodynamic, extremely lightweight and fuelefficient cars that got up to 115 miles per gallon,” Graf says. “We’d compete with engineering and tech colleges from around the country and won almost every competition.”

With a degree in industrial technology that focused on power mechanics and plastics, Graf took a job as a service engineer with Subaru America at a tech center in Southern California. He soon missed the changing seasons and coastal environments of Washington state and the Pacific Northwest, and in 1982 ended up working for Bayliner.

“I was the sixth engineer they’d hired at that point,” he says. “When I joined Bayliner, it was a $60 million company. Four years later, it had grown to $600 million.”

Though he wasn’t primarily designing boats, Graf was running a company inside Bayliner that was designing and building as many as 60,000 marine windshields every year. He occasionally worked with engineers on boats from 28 to 32 feet length overall.

From there, he became exercise equipment manufacturer Precor’s director of engineering, but he still had boats in his life. By about 1986, Graf says, he’d owned at least 12 boats, and his wife liked some better than others.

“Cathy, unfortunately, gets very seasick on monohull boats, but we found that it happens much less on boats that don’t pound in a sea and that are stable, like catamarans,” Graf says. So, while he was still at Precor, Graf crafted plans to build a production boat that would be soft-riding, stable and fuel efficient.

The fuel efficiency part stems, Graf says,

from an inner sense of frugality.

The result of his efforts came to fruition in 1989, when he founded Glacier Bay Catamarans and produced a 24-foot prototype, which went into production in 1990 as the Glacier Bay 248. During his 20 years at Glacier Bay, more than 3,000 Glacier Bay hulls were designed and built. They were, and are still, known for their rugged, oceangoing hulls and fuel efficiency.

Graf went on many adventures in the Glacier Bay boats, including a voyage on a Glacier Bay 260 that in 1995 was the first outboard-powered boat to win the Bermuda Challenge by running nonstop from Norfolk, Virginia, to Bermuda. In 1998, two 26-foot Glacier Bays traveled 1,328 miles from Oahu, Hawaii, to Midway Island, setting an offshore world record and winning the Pacific Challenge.

As thrilling as it all was, Graf needed a change. “After 20 years at Glacier Bay, I was ready to do something different,” he says. “I sold my share to Glacier Bay’s investors and decided to design a hyperefficient, passagemaking power cat.”

That idea grew into Aspen Power Catamarans, which Graf started in 2007.

Today, it’s known for designs that have hulls that are different size, and most models have only a single engine.

“I used to demo the Glacier Bays by running them on one engine,” Graf says.

“They were remarkably easy to run that way because the hulls were so slippery.

So, I’ve always had this little bug in the back of my head, thinking, What if I could design a hyper-efficient power cat around a single-engine design?”

Graf spent many hours at boat shows and discovered a market of people who wanted a spacious cruising boat with exceptional seakeeping abilities, but many of those people were tired of the big fuel bills and large carbon footprint that go

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JONATHAN COOPER

with those types of power craft.

“I felt like that was a niche market not being served, so I sat in my basement design studio and started toying around with the idea of building a power catamaran with a proa hull—a boat with one engine and one hull 35 percent smaller than the other, to reduce drag,” Graf says.

When Graf pitched the idea to his 3D modeling engineer, he replied, “Have you lost your mind?”

Still, Graf persisted, asking the engineer to put in 10 hours modeling the boat. Two days later, he got a phone call. “It works!” his engineer yelled through the phone.

“So, we moved forward with more engineering, and then decided to build a prototype,” Graf says. His wife wasn’t entirely on board with the $100,000 cost of building a prototype, but he secured investors and built a 26-foot version of what would become Aspen’s first model, the C90.

The first production C90, a model that still sells well today, came out of the mold at 28 feet LOA with the port hull 35 percent smaller than the starboard hull. There was also a 10foot beam, a saloon with a galley and dinette, a lower master stateroom with an enclosed head and shower, an additional berth in the port hull, and a 150-hp Volvo Penta D3 diesel. The boat proved efficient—capable of a 16-knot cruise while burning only 5.8 gallons per hour, and able to sprint up to a 21-knot top end.

“I was thrilled,” Graf says. “I love those kinds of engineering projects, especially if there’s a win in the end.”

The Aspen model line continued to grow and now includes 28-, 32-, 34- and 40-foot models. Because many owners cruise in the Pacific Northwest, including during the winters, the interiors are well-protected from the elements and can be heated. Interior materials include wood, leather and stainless steel, with lots of glass creating an open feel.

And Graf still feeds his sense of adventure. In October 2018, aboard a 40-foot Aspen C120 with a 435-hp Volvo Penta D6 diesel, he participated in a 10,502-mile journey from the Pacific Northwest to Annapolis, Maryland, with an average fast cruise of 17 knots and netting fuel economy for the entire journey of 1.48 miles per gallon.

He’s also skippered a C100 around Vancouver Island—a 650-mile trip—without refueling, and recently, he cruised 1,120 miles down the Mackenzie River in Canada to the Arctic Ocean in an open, 34-foot L107 with a 200-hp Yamaha F200 on the starboard hull and a 70-hp F70 on the smaller port proa hull. The boat averaged 1.6 mpg against the river’s swift currents.

“What an adventure,” Graf says. “We heard from many people along the way that they’ve never seen a fiberglass boat run the Mackenzie before.”

As for what’s next, Graf says he’s content to keep tinkering, building boats, designing models and enjoying his family, including his four grandchildren. His children are active in Aspen in varying roles.

“I’ve been fortunate in my career and life,” he says. “To be able to do the interesting and exciting things I have done—especially considering that it’s boats I’m dealing with—well, not many people get to do that. I’m very grateful.”

Left: An Aspen C107. Above: Graf at the factory; (L to R) Nick Graf, Steve Graf, Brandon Holmes, Christina Holmes, Larry Graf

FEBRUARY 2020

53

SAILING FOR THE

SOUL

Bereft by the loss of her son, a mother finds solace, friendship and courage learning how to sail Story By Wendy Mitman Clarke Photography By Jessica Greene yle was killed instantly. Her only boy, her baby, likely felt no pain.

The same could not be said for Jo Ann Boussouar. From the moment she learned that her 24-year-old son had died in an Army National Guard training accident in California while prepping for an overseas deployment—the rollover of an M1 Abrams battle tank on the night of Memorial Day, 2017—her pain was as ceaseless as breathing.

Few things touched it. But there was the water, oddly compelling. She was surrounded by it in her home just northeast of Pensacola, Florida; she couldn’t really drive anywhere without crossing a bridge—Escambia Bay, Pensacola Bay, Blackwater River. All those sailboats down there, white and effortless, floating gently in all that blue.

“I had been just so sad,” she says. “And I would cross the I-10 across the bay, and see the sailboats out there, and I would think, gosh, I want to learn to do that. I didn’t know anybody who sailed, I didn’t know anyone who even owned a sailboat. I was just thinking, if I could get out there it would help my soul. It would

help with my grief. It would put my mind on something that I was learning. I never really thought I could achieve that goal. I didn’t think I could ever do it.”

She started reading about sailing. She watched YouTube videos. And she started prowling craigslist, looking for a small boat she could learn on, pay cash for, keep in a little marina about two miles from her house on the Blackwater River. In April 2019, she found it, a 1975, 22-foot Chrysler that had been owned by a guy who worked in a boatyard and had maintained it well.

It would be a good starter boat for her, the fellow assured her, easy to handle. Forgiving.

In honor of Kyle, Jo Ann named her Gold Star.

She didn’t tell anyone, not Kyle’s two older sisters, not his fiancé, Jessica, who’d given birth to their daughter, Devina Jayde, just two weeks before he’d left for California. Not her husband, Hachemi, who was Kyle’s stepfather but had practically raised him and was as shattered as she.

“I pulled up with that boat and said, ‘Hey, everybody come out and look and see what

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SOUNDINGS

Left: Jo Ann Boussouar on her 22-foot Chrysler near her home in Milton, Florida Right: Her son Kyle, who was 24 when he died.

I’ve got.’ They knew I wanted a sailboat, but they didn’t think I was going to buy one.”

She started cleaning Gold Star up, bought a newer outboard, and she and Hachemi would take her out and motor around. She learned as she went. “One day we were out there, and I said, ‘Let’s put the sails up.’ I had read when the wind is coming across the beam that was the best way for beginners to learn, and you just go back and forth.

So, we did. We put the sails up and just went back and forth on a beam reach. And I was like, ‘Oh my God, we did it!’ ’’ The marina had few sailboats, but one day, a fellow sailor introduced himself. His name was Roger, and he took Jo Ann under his wing. He found things to improve Gold Star and make it easier for her to sail. They took their boats out side-by-side, and he coached her.

“Like he said, ‘You need a whisker pole,’ and he went and got me a whisker pole,” she says. “He had a mentor who helped him learn how to sail, and he’s doing this for me because he’s trying to pay it forward. He just does this stuff out of the goodness of his heart.”

Roger encouraged her to join a local boating and civic club, the Blackwater Pyrates. She met more sailors, took a U.S. Coast Guard safe boating course, and started going on overnight trips with the Pyrates, getting a little farther afield each time, learning new skills all the while. On the first trip, she saw the wind gust up ahead of her and saw Roger’s boat heel over. She dropped her sails.

Later, Roger asked her why, and she told him she didn’t know how to handle the boat in those kinds of puffy conditions.

“He told me what to do. He said, ‘Anytime that you get scared, just turn your boat into the wind or let your mainsheet out and you’ll spill the wind out, and you’ll come right up.’ After I learned that, and knowing what to do, that doesn’t scare me anymore.”

Sailing became a challenge she could meet, a series of goals to attain. At first, she stayed north of the I-10 bridge in Escambia Bay. Then, she wanted to go past that bridge and into Pensacola Bay.

“And when I got up my nerve to do that, I did that,” she says. “Then I wanted to go down the Intracoastal Waterway, so we went east on the waterway. And now we have a trip planned to go west on the waterway into Alabama. One day I would like to go out into the Gulf, but right now I just don’t have the nerve to do it. I’m not ready for that right now.”

She’s inspired by reading other sailors’ accomplishments on the Facebook page, Women Who Sail. “I live through their stories, you know.

I think, maybe someday I could do that. I don’t know that I could accomplish the things they do, but one day, maybe.”

She’s already thinking about a bigger boat, nothing over 30 feet but something with a few more creature comforts. Mostly, she solos, but Hachemi enjoys the boat and is learning too. In late summer, they celebrated their 14th wedding anniversary with an overnight trip to Little Sabine Bay at Pensacola Beach.

“We anchored out and swam, and then we went to one of the restaurants you can dock at and spent the night,” she says. “He loved it. He’s as much affected about Kyle’s death as I am. He was watching me, and he said, ‘It is so good to see you smile again.’

Boussouar, it seems, finds peace when underway. “It’s awesome,” she says. “The water. The sun. The boat. It’s everything. When I see the dolphins, they’re just so beautiful. I’ve yelled to them, and they will come over and then get beside the boat. They look like little ghosts under the water, and you can see them looking at you. It gets my mind off the grief. Just sailing helps me. It’s good for my soul.”

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BRINGING A

BERTRAM BACK

The 31-foot Old Fashioned is being reborn from a stripped-down fiberglass shell

By Laurie Schreiber

FEBRUARY 2020

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ALEX TAYLOR

A

ndrew Cooley long had it in mind to set up his business as the go-to for the restoration of deep-V hulls pioneered by Bertram Yachts in the 1960s. The owner of Cooley Marine Management in Stratford, Connecticut, he mentioned his idea to a good friend, Steve Shaw, who was once Cooley’s boss at Derecktor Shipyards. Shaw connected Cooley with Justin Bass (shown above with his wife, Sandi), who was recently retired and looking to transition from his Tiara 42 into a smaller, classic-looking Bertram. “Justin is gung ho and I’m very gung ho,” Cooley recalls. “We hit it off.”

The two found a Bertram 31—one of the originals, built in 1969—at Seaward Boatworks & Charters in Warwick, Rhode Island. “They had stripped the boat and done some of the initial fiberglass work,” Cooley says. “The boat was pretty well gutted, which made it attractive. We didn’t have to go through the demolition process.”

After a survey to ensure the hull was sound, Bass bought what was basically a fiberglass shell, and Cooley transported it to his yard. Thus began a labor of love on a boat with lines that, Cooley says, “are some of the prettiest out there.” The history of the design resonates with him. The running bottom is by C. Raymond Hunt, remembered most for his mid-20th-century development of the deep-V hull that informed future designs in the boat industry.

Cooley Marine Management is, of course, part of that industry. It’s a boutique yard that specializes in one-off projects, taking a custom approach to refits and restorations. Cooley himself was born in Pensacola, Florida, the son of a U.S. naval officer; his earliest memories are from days spent on the water, progressing to offshore yacht racing and Atlantic crossings. After earning a degree in urban planning in the early 2000s, he went into boatbuilding, starting as a sailmaker and advancing to operations management at Derecktor’s Bridgeport, Connecticut, location. He became well-versed in new construction and refits, managing recreational and commercial boat projects.

Derecktor closed its Bridgeport yard in 2011, and Cooley was the last one out. “I literally locked the gate,” he says. “Then my phone started ringing.”

The Bertram project represents a desire to expand the company. We look at this as a huge stepping stone, projecting us to the next level as a restoration business.

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SOUNDINGS

On the other end of the line were captains, port engineers and other operators who still needed services. With former Derecktor foreman Joao Paulo, Cooley started Cooley Marine that autumn as a mobile outfit, doing everything from paint jobs to overhauls. “We weren’t afraid to tear a boat apart and put it back together,” he says.

“Our ability to provide shipyard services helped us get a reputation as the go-to guys.”

After a couple of years working out of the back of his truck, Cooley leased a 2,500-square-foot bay at Brewer Stratford Marina (now a part of Safe Harbor Marina). Since then, he has doubled that space, and he now operates as a painting and composite repair subcontractor for the Hinckley Company. With 10 full-time staffers, he focuses on custom solutions, and his customers extend down the East Coast and beyond. The year-round repair and refit center can accommodate vessels up to 70 feet, and the company provides project and operational support for owners, management groups, captains and crew, and shipyards.

The Bertram 31 project that began in June represents a desire to expand another side of the company. “We look at this as a huge stepping stone, projecting us to the next level of being a restoration business,” he says.

Ultimately, the 31 will be named Old Fashioned, a tribute to what Bass and his wife, Sandi, admire in the design. They live in Norwalk, Connecticut, and have boated for more than 20 years. They fell in love with this 31 Bertram sportfish model several years ago.

“One night in Montauk, I went for a dinghy ride and saw a Bertram for the first time,” Bass says. “I loved the look. I had Sandi see the boat at least 10 times. One day, we bumped into the owner. He said it was a great boat and really customizable.”

Bass had retired from his career as an orthodontist and was looking for a project.

Sandi, a furniture buyer for a retailer, was game. The first decision, if they were to downsize from their 42, was how to outfit the 31. That took months of discussions. “This thing is as custom as it gets,” Cooley says. “We often say we took his Tiara and compacted everything he wanted into the Bertram.”

Opposite page: Andrew Cooley says this Bertram 31 is the first in a portfolio of cool, classic boats refit with high-tech systems and features.

ALEX TAYLOR

Ultimately, the Basses want simple comforts for multiday cruises to places like Nantucket and Newport. The galley can be minimal—a microwave, a small refrigerator and a big cooler—given that they plan to grab dinner onshore. A V-berth is fine below, and a portside convertible settee provides an extra berth in the salon. There will also be a basic head and a second helm station, along with the galley, in the salon’s starboard side.

“There was a lot of back and forth,” Cooley says of the planning discussions. “We needed to move the lower helm station forward, which took some space away from the V-berth. That was a compromise.” A galley counter abaft the helm would block where the helm seat would normally be. The innovation? A flip-up counter that becomes the helm seat.

The location of the head, abaft the lower helm, was also problematic: It would block the helmsman’s rear view. Instead, Cooley explored the use of a “smart glass” bulkhead. It’s transparent when the head isn’t in use, and it becomes opaque with the flip of a switch. Another interesting feature will be the curved windshield, produced in partnership with Burke Design and ProCurve Glass Design. “It will be three pieces of glass, but will have the appearance of a single wraparound piece of glass,” Cooley says. “The idea is to have a sleek, modern look on a classic boat.”

Overall, the restoration will include high-density rigid foam board skinned with E-glass. The sandwich is stiff, light and easily machinable.

Production manager Andrew McNab says the original hull has held up well. “The fiberglass cloth was very heavy, and they used tons of it in the laminates,” he says. “Today, with computerized design and engineering capability, laminates can be engineered to the nth degree. In the 1960s, if you had doubts, you just added more cloth.”

Delivery of Old Fashioned is scheduled for this summer. For Cooley, the combination of a cool, classic boat with high-tech solutions is revving his engines. He envisions the Bertram 31 as just the start of a portfolio, with boats being done on spec and commission, that will drive his company in exciting directions. “There’s a tremendous amount of passion and excitement in this,” he says. “Having an owner like Justin has made this a special endeavor.”

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This page: The Nordic Tugs 40 is available with or without a flybridge.

STOUT AND STURDY Pacific Northwest boats are built for tough conditions, which means they can go pretty much anywhere

BY PIM VAN HEMMEN

Boating conditions in the Pacific Northwest can quickly turn challenging. Leave Sucia Island at the southern end of the Strait of Georgia on a calm summer day, and in minutes you can find yourself in 4- to 6-foot waves. Or, motor through Cattle Pass at the south end of San Juan Island near the Strait of Juan de Fuca and the currents can be frightening. Round Strawberry Point toward Oak Harbor in opposing wind and current and Saratoga Passage can serve up steep waves and confused seas.

Throw in water cold enough to kill you, rocky coasts, lots of debris—including deadhead logs—and you’ll want to be in a tough boat.

Fortunately, the Pacific Northwest has plenty of boatbuilders whose designs can handle the conditions. Whether it’s Nordic Tugs, Ranger Tugs, North Pacific Yachts, American Tug or Helmsman Trawlers, you’ll get a vessel from people who know how to handle tricky waters.

Ben Wilde ordered a Nordic Tugs 37 in January 2000. That spring, he took delivery and instantly fell in love, so much so that a few months later, he was a Nordic Tugs dealer. Today, Wilde Yacht Sales, with offices in Essex, Connecticut, and Rock Hall, Maryland, is Nordic Tugs’ largest dealer.

“They’re built like a tank,” Wilde says, adding that the ability to deal with trees and debris in the Pacific Northwest also makes the boats great for the Erie Canal, the Intracoastal Waterway or New England. “The prop is protected. It’s at least a foot up, and you have a big keel and a stainless-steel shoe,” he says.

Nordic Tugs splashed onto the boating scene at the Seattle Boat Show in 1980 with its first model, the Nordic Tugs 26.

At $30,000, with a three-cylinder Volvo diesel that consumed half a gallon of fuel at 6.5 knots, the tug was an instant hit in the aftermath of the 1970s fuel crises. During the 10-day show, 33 Nordic Tugs 26s were sold and by 1997 the company had built 172 of them.

In 1985, Nordic Tugs added a 32-footer to the lineup, and in the 1990s, 42- and 37-footers followed.

Today, Nordic Tugs builds six models with full-keel, semi-displacement hulls from 26 to 54 feet. All models are offered standard with a single-diesel, straightshaft configuration, although the 54 is now available with twin engines and twin skegs.

The two most recent models are the Nordic Tugs 40 and the Nordic Tugs 44 (flybridges are an option on the 40, 44 and 49, and are standard on the 54).

Three 44s are currently under construction at the Nordic Tugs facility in Burlington, Washington, and the company is on the verge of delivering its 900th boat.

Nordic Tugs is a semi-custom builder.

“We used to have a West Coast or East Coast, or cold-weather or warm-weather, package,” says Dave Allen, Nordic Tugs director of sales and customer support. “But now every boat we build is the same. The difference is in the options.

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The customer can have heat, air conditioning or both and our boats get used from Alaska to the Gulf of Mexico.”

Wilde says Nordic Tugs are great for extending the Northeast boating season. “You can use it longer because you don’t need perfect weather,” he says.

He should know. Since 2000, he has upgraded from the Nordic Tugs 37 to the Nordic Tugs 42 and now owns a 54. “I use my boat all the time,” he says. “Our Northeast owners start in April and go all the way through November.”

HELMSMAN TRAWLERS Helmsman Trawlers founder Scott Helker knows the kind of boats he wants to build.

“Some people ask, ‘Can you build it taller, with two engines and more staterooms?’,” Helker says. “And the answer is no.” Helker says all those things undermine the Helmsman Trawlers design philosophy. “You can’t be all things to all people,” he says. “If it doesn’t have a full keel and no protective skeg, it’s not a trawler.”

Just ahead of the 2008 recession—before Helker and his wife started Helmsman Trawlers—they purchased a Chinese-built Mariner Seville 37 Pilothouse and were astounded by its build quality.

In 2011, after Mariner succumbed to the economic downturn, they founded Helmsman Trawlers in Seattle. Using the same mold and Chinese yard Mariner had used, they created the Helmsman 38.

Helmsman builds four models from 31 to 43 feet. All have semi-displacement hulls,

wide beams, heavy construction and low profiles that favor the displacement end of the performance spectrum. “A lot of people aspire to go to Alaska,” Helker says, “and you need to have a 1,000-mile cruising range to do that.”

Owners cite the large interiors, high build quality, good engine access, excellent pilothouse visibility, reliability and seakeeping ability. “We build a boat for human comfort,” Helker says. “It’s not scary in bad conditions. It’s not rolly, and it tamps down sea conditions.”

He constantly tweaks the existing models. Currently, the Helmsman 43 is being updated with a new outward appearance, to become the 43E. Helmsman has also been working on a 46-footer—the company’s largest model to date—but because of the ongoing trade war with China, Helker has put that plan on hold.

He recently returned from Savannah, Georgia, where he delivered a Helmsman 43 to an owner in South Carolina.

Helker says Helmsman doesn’t have dealers because owners prefer to directly deal with him and his son Van, who is responsible for customer service and build management. “We’re building a better boat in the midsize trawler range, and it’s working,” he says.

NORTH PACIFIC YACHTS

About 20 years ago, when Trevor Brice and his father, John, were in the market for a pilothouse boat, they couldn’t find what they were looking for, so they decided to design their own boat. They found a hull form they liked (the CHB 38) and took their ideas to a naval architect who turned them into CAD files. “We didn’t want a cute little boat,” Brice says. “We wanted salty.”

His father had been doing business in China since the 1970s, and found a yard to build the boat there. “The original idea was to build a boat for ourselves,” Brice says. Instead they created North Pacific Yachts, and debuted the North Pacific 43 Pilothouse at the 2004 Lake Union Boats Afloat Show in Seattle.

NEIL RABINOWITZ

NORDIC TUGS

Throw in water cold enough to kill you, rocky coasts, lots of debris , including dead head logs, and you’ll want to be in a tough boat.

This page: The 38E Pilothouse by Helmsman Trawlers struts its stuff in messy conditions.

Today, there are four models from 44 to 59 feet, and sales are split evenly between the East and West coasts.

In addition to seaworthiness and stability, the Brices focused on easy maintenance.

Hinged service panels, chases and Velcro headliners allow access to systems, plumbing and wiring.

North Pacific Yachts updated its line in 2014 with three Next Generation boats, the 44 Sedan, the 45 Pilothouse—which replaced the original 43 Pilothouse—and the 49 Pilothouse.

All three trawlers have the reverse rake pilothouse windows commonly seen on Pacific Coast workboats.

The latest model, the 59, will come standard with twin engines, twin keels and twin skegs. Top speed is expected to be around 17 knots with an estimated cruise of 10 knots at 1600 rpm. The 49 will also be offered with

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twin power. Although the other three models were originally designed for single inboards, all are available with twin engines.

According to Brice, a lot of North Pacific Yacht features that work for the Pacific Northwest—like the skeg-protected running gear and the covered aft decks that protect you from the rain and sun—also work for Florida and other locations. “You get to boat yearround, regardless of the weather,” he says.

AMERICAN TUG

In 2000, three former Nordic Tugs employees—Tom Nelson, Mike Schoppert and Kurt Dilworth—formed Tomco Marine Group to build American Tugs.

To create their first boat, Nelson approached naval architect Lynn Senour (who also designed the Nordic Tugs 26) about a

fishing boat Senour had designed in the 1970s. That hull could carry lots of fish and had plenty of horsepower to go to Alaska.

It was a beamy design with a hard chine to increase stability and reduce roll. It also had a slightly rounded stern, a common workboat trait in the Pacific Northwest.

The three men located the unused mold in La Conner, Washington, where they set up shop and created the American Tug 34.

According to Dilworth, who now serves as co-CEO of Tomco Marine Group with Schoppert, the 34 focused on interior volume. It had 360-degree views of the water, a solid fiberglass hull and forward raking windows that reduced glare, improved visibility and reduced load from any green water that might come over the bow.

Early on, three owners took their 34s down to the Panama Canal and over to the East Coast. More than 50 percent of 34s would be purchased for East Coast use. “We never saw this coming,” Dilworth says. “Over 20 years, we’ve sold just as many boats in Florida as in the Northwest.”

The 34 was eventually replaced by updated and larger models, but its design became the foundation for all American Tugs. The hull lives on in the smallest model, the 365, and in the Waypoint 36, which is expected to debut at the 2020 Seattle Boat Show as an entry-level boat for $350,000—a significant savings compared to the 365, which starts at $480,000.

Dilworth says it was a challenge to get the Waypoint to that lower price point. The boat has interior wood for warmth but uses offthe-shelf upholstery for cost savings. One of the features Dilworth particularly likes is the snap-in/snap-out carpet. It also has a second stateroom and a convertible settee in the salon to sleep six.

American Tug has already launched two Waypoints. The first headed for Alaska, and a third should be in the water soon. Another new product is the twin-engine 395, a first for the company, which has always built single-diesel inboard models. The twin 300-hp engines reportedly give the 395 a top speed of 25 knots.

And even today, American Tug maintains its original focus on interior space. Regardless of the model, Dilworth says. “You can sit in your living room or go cruising, even though it’s only 38 degrees outside.”

NEIL RABINOWITZ

Left: The North Pacific Yachts 44 Sedan; the American Tug Waypoint 36 is the new entrylevel boat for the builder.

go-to-Alaska boat,” Devlin says. He flew to Stockholm, Sweden, to take it for a ride.

“It had a nice presence on the water,” Devlin said. “If I had the money, I would build that boat for myself.”

The Blue Fin was powered by a diesel, but Devlin is power agnostic. Besides oars and sails, he’s designed boats with inboards, outboards, pods and solarelectric drives. “We’re flighty on the power thing,” he says.

Even though he is old enough to collect social security and is still recovering from double-knee replacement surgery, Devlin is currently finishing two smaller boats. One is the Goose Lodge 22, an outboardpowered bay runner with a walkthrough windshield that is modeled after his Surf Runner design. The other is a small tugboat design that Devlin plans to use for a new business venture: towing and pushing things around Olympia’s harbor.

The idea was born when he spotted a tug pulling a 45foot Chris-Craft that was on the verge of sinking. When Devlin learned how much the tug operator had been paid for a day’s work—$6,500— he told his two adult sons that they might all be in the wrong business.

He had a tug hull lying around, so he and his fourman crew decided to finish it. The tug has a 110-hp Yanmar diesel, but Devlin says he might build a second tug using an old 3,200-pound Gardner diesel that would provide more pulling power.

“It’s a massive piece of iron that can swing up to a 38inch screw,” he says.

A 40-foot solar-electric catamaran is next on the build schedule, once again showing his desire to build something different.

“I’m starting to embrace my quirkiness,” he says. “I don’t want to build the same thing all the time. I love dancing around.” —PVH

JONATHAN COOPER

Using stitch-and-glue boat construction, some 1,200 of Sam Devlin’s designs have been built all over the world

You can’t talk about Pacific Northwest boatbuilding without talking about Sam Devlin. More than 40 years ago, he established Devlin Designing Boat Builders on the shores of Puget Sound in Olympia, Washington, where he’s built as many as 40 boats per year. But Devlin is not a production builder.

He has nothing against production boatbuilding, but he knows himself well enough that it would bore him to tears. “Imagine painting the ‘Mona Lisa’ over and over,” he says. “It would drive me crazy.”

Devlin uses the stitch-andglue method. With plywood, wire “stitches” and epoxy, he has built everything from his 7-foot, 6-inch Polliwog tender to a 65-foot power catamaran. He is a widely admired master of the method.

His book, Devlin’s Boatbuilding: How to Build Any Boat the Stitch-and-Glue Way, has sold more than 50,000 copies. In May, McGraw-Hill is publishing a larger, updated, hardcover version.

Devlin has designed dinghies, rowboats, sailboats, motoryachts, motorsailers, catamarans, trawlers, runabouts and more. “I really don’t spend much time thinking of the past accomplishments of my career,” he says. “I would rather think about the next designing and building adventure.”

He may not like to define himself by numbers, but more than 1,200 of his designs have been built, 482 of them by his own yard. Currently, there are builds in Brazil and Russia, and his designs have been completed in Korea, Japan, Argentina, Chile, New Zealand, Australia, Iceland and Congo. In all, he’s sold plans to builders in 90 countries.

One of his favorites is the Blue Fin 54, which he drew as a 48-footer, but stretched for a Russian who wanted to build it for himself. “That is the quintessential Northwest

RANGER TUGS

David Livingston has had a long career designing boats, starting with his own Livingston dinghies in the 1960s. For years, he designed boats for Bayliner, Reinell, Wellcraft and Regal. In 1999, he and his son John purchased Ranger Tugs.

At the time, Ranger built one small tug model: a single-diesel, trailerable 21-footer with an oversized cockpit.

The Livingstons, who own Fluid Motion, builder of Ranger Tugs and Cutwater Boats in Kent, Washington, knew interior space was important, so they redesigned the R-21 and expanded the tiny cabin. In 2006, they introduced the Ranger Tugs R-25, which cemented Ranger Tugs’ reputation.

They then added more trailerable, semi-displacement Ranger Tugs powered by inboard diesels with straight shafts, but more recently, the company added pods and outboards to its lineup. The latest release, the new R-25, sports a 250hp Yamaha outboard. The Ranger Tugs

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R-41—the largest model to date—uses twin Volvo Penta pod drives.

The 41 was a big project for the Livingstons. “The TV goes up and down and swivels,” David Livingston says. “It’s got a full washer and dryer in a utility room, stability control, seating that can face forward and aft, a table that opens up, and a lot of little amenities.”

The new outboard-powered R-25 is not a shocking change. They’ve used outboard designs before. “There’s a younger crowd coming into outboard models,” David Livingston says, “and we always want to stay ahead of the market.”

The Livingstons say outboards are getting more economical. “Diesel used to be more efficient,” David says, “but there’s a bit of a misnomer in the industry.

People should look at miles per gallon, not gallons per hour. You should look at what it costs to get from A to B.” Although their single-inboard, straightshaft models have keels and shoes that

Top: The new Ranger Tugs R-25 sports a 250-hp Yamaha outboard instead of a diesel inboard with a straight shaft. give props a lot of protection, they say outboards offer a different set of advantages, including more stowage and quieter cruising. “The outboards will kick up when they hit debris,” David says. “With the inboards, when you bend a prop and shaft, you have to get pulled from the water and you’ll lose days on the water.

You can fix an outboard at the dock.

“Even so, there’s still a market out there for inboards,” he adds. “We’re not planning on abandoning them.”

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FA MI LY HE IRLOO M AN ANTIQUE CRAFT OF UNKNOWN ORIGIN IS THE CENTER OF ONE OWNERâ&#x20AC;&#x2122;S WORLD STORY BY CARLY SISSON PHOTOGRAPHY BY PAUL TORTORA

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mong the fiberglass hulls that fill the slips at Port Niantic Marina in East Lyme, Connecticut, is an odd ship out. Loafer is only 26 feet long, but she makes a big and immediate impression. She is the last remaining wooden vessel at the marina, and she is cared for by an equally memorable woman. Judy Andrew-Healy is Loafer’s keeper. She grew up on the boat with her family, and she now single-handedly tends to all of its needs. She has made it her mission to protect and document every known aspect of the boat’s past.

Loafer herself is a cute, albeit simple, little ship. Her aft deck has a bench and a fold-down table, and her cabin has two bunks and a forward head. The interior is filled with nautical trinkets and sea-inspired dolls that Andrew-Healy has handsewn. An antique vessel, Loafer has a top speed of 4.8 knots and usually cruises at 3.5 to 4 knots. The owner doesn’t need more power. She likes Loafer as is.

Andrew-Healy has spent every summer on Loafer since she was born in 1949.

The boat has been in the family since her father, William Andrew, purchased her in 1940 from the Marion Motorboat Club.

“We’ve never missed a year on the water since 1940,” she says. “My father and his friend thought they would buy a boat, and they paid $125 each for it. It broke both of their bank accounts. My father got into the car and said to Joe, ‘Oh God, what did we do?’”

Her father was an electrician by profession, but felt a bit out of his element in taking on such an old craft. Still, he and the man Andrew-Healy calls “Uncle Joe” got to work on a restoration that has kept the vessel seaworthy to this day. The boat was originally built light and lacked the critical framework, so the men added floor timbers to the bottom, to hold the planks and frame to the keel. “He said that’s what probably held it together,” Andrew-Healy says. “A lot of these boats were made very cheaply because they were in the transition from sail to power.”

She knows little about Loafer’s history aside from the initial construction, although she suspects the boat was built around 1900. A circular piece of wood on

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It’s a big part of her life, that boat.

She’s one person in the boating community that really deserves to be applauded for staying with it over the years.

Right: Judy Andrew-Healy aboard the boat her father bought in 1940, which was built around 1900.

the cabin ceiling indicates that there were once a smokestack and a coal stove on board, but those were gone before her father purchased the boat. He knew that it was not a commercial lobster vessel because it did not have the wide sides for pots, so his best guess was that the boat was designed as a fishing vessel that could store a week’s provisions for two men.

Her father initially used Loafer to patrol the Connecticut River and the Thames River for enemy vessels as a temporary member of the U.S. Coast Guard Reserve during World War II. After 1945, he used the craft as a pleasure boat, often taking her fishing at Bloody Ground south of Millstone, Connecticut, and at Old Silas Rock in New York.

During that time, the boat became permanently intertwined with the family. Andrew-Healy’s father had his first date with her mother, Leslie, on board, and when their daughter was born in 1949, Loafer permanently transitioned into a family boat.

Andrew-Healy fondly recalls spending every summer weekend aboard with her parents. Often, the three of them would take the craft to her father’s favorite fishing destinations, and she and her mother would relax while he fished. He was still involved with Loafer’s care until he died in 1990. Now, the boat is his daughter’s project and passion. Her scrapbooks document every restoration and every adventure the boat has taken with her family.

Andrew-Healy remembers the bygone days when everyone at the marina knew one another and spent the entire summer on their boats, so even if she doesn’t take Loafer out of her slip, she is content to sleep on board each summer weekend. As the boat does not have steerage in reverse, docking is hard, and Andrew-Healy prefers to do it with another person aboard.

She took the boat to the Mystic Antique & Classic Boat Rendezvous from 1996 to 2002, but she has since retired from making the trip. She also attended OpSail in New York in 2000 and 2012. Now, she primarily takes Loafer on local cruises around Niantic’s bay and river with friends and family.

Scott Bowden, manager at Port Niantic Marina, met Andrew-Healy’s father 31 years ago, when Bowden was called to review an engine problem on the boat. He met her shortly after, and she has been his customer ever since. Bowden helped the family find a replacement engine for the boat’s original Kermath, a process that took close to five

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Above: The owner put her seamstress expertise to work in the cabin, having created all the upholstery by hand.

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years. The replacement engine is a compact, inboard Universal diesel with 20 horses.

“It’s a big part of her life, that boat,” Bowden says of Andrew-Healy. “She’s one person in the boating community that really deserves to be applauded for staying with it over the years.”

Keeping such an old wooden boat seaworthy requires unwavering dedication to its structure. The first major restoration was in 1983 by Bert Smith, a shipwright at Port Niantic before most of the wooden boats disappeared from the water. He started working on Loafer when her keel was falling out. The entire bottom of the boat was removed that winter, and she was back in the water by summer. In 2016, Bowden introduced AndrewHealy to Keith Chmura, a private shipwright, and he has since been in charge of the woodwork.

“We try to pick things to restore that we can get done in one season so we don’t have the boat out of the water for too long,” Chmura says. “Usually at some point a boat that age sits out for years and dries right out, but it has been in the water every single year for so long, and that is part of the reason it has lasted.”

One of his largest restorations to the boat was adding a plywood and fiberglass deck to stop leaks. He has also rebuilt all of the windows and added an aft deck. He is working on replacing planks on the bottom for the third year in a row.

Chmura says Loafer’s round-bottom, full-keel hull is built similarly to that of small sailboats. He thinks the boat may have even had a sail at one time. “Engines were relatively new then, and a lot of boats had sails on them because they didn’t trust the engines yet,” he says.

While the hull design is not overly complicated, it is

challenging to work on a boat Clockwise from top left: The owner’s of this age. Andrew-Healy apmother (foreground) proaches the task differently and father (behind than some other owners. her) met aboard; “A lot of people with boats like Andrew-Healy’s this end up building a new one father; on the bow to and saying it’s the same model,” christen the boat after Chmura says. “That’s not what the keel and engine this project was about. Judy has bed replacement; the a very strong bond with this 26-footer underway; 26-footer. She does not want a a Universal diesel was installed in 1993. new boat.”

Chmura adds that he has to be careful to never take apart too much at once, because he would not be able to put it back together with the same wood.

Luckily, Loafer is small enough that he doesn’t have to pull out the internal structure to get to any part of the boat.

Loafer’s restorations are not cheap, and Andrew-Healy works 50 hours a week on top of her job as a seamstress to pay for the repairs. She has also put her seamstress expertise to work on board, designing and sewing all the upholstery in the cabin, and the canvas cover on the aft deck.

And although Loafer keeps Andrew-Healy connected to her late parents, the boat has become the object of her affection independent from them, as well. The love affair

came full circle when she married her husband, Joe, on board, right where her parents’ relationship blossomed.

She planned a 1900-themed reception in honor of Loafer’s suspected year of construction, and Bowden made an appearance dressed as a sea captain from the era.

Wooden hulls have all but disappeared from the water, but Loafer persists. This compact boat with the 7-foot 6-inch beam may require more upkeep than a fiberglass hull, and she certainly takes her time while cruising, but as the people who love her know all too well, none of the modern builds can match her character.

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Pounding Home

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his painting is a result of my first trip to Jonesport, Maine, and seeing an old wooden Beals Island lobster boat pulled up on the shore,” says marine artist Robert Dance from his studio in North Carolina. “I feel very fortunate. I firmly believe that the most beautiful lobster boats are built on Beals Island.”

That trip was back in the late 1970s, and the old wooden boat in question was the Maria Elena. Dance took some pictures and “stashed the sight of it in my memory,” as he puts it. Years later, he came upon the Maria Elena once again, hauled out for sale on Maine’s Great Wass Island. “The old boat was in terrible shape,” Dance says, “but I had the presence of mind to photograph and measure it from every angle, knowing I would draw plans for that beautiful boat.”

Dance turned the plans into a detailed model, and that’s the boat in his dramatic work “Pounding Home.” It shows the Marie Elena driving through the rough seas along Maine’s rocky coast. The skipper is hunched over at the wheel, with the boat largely hidden by a great explosion of spray.

Spray is always a challenge for a marine artist to get right; Dance says he uses a combination of technique and patience. “To get depth into my water and skies, it may take me 20 or 30 glazes,” he says.

“I often take a brush with few hairs or a stipple brush, and stipple with white paint those areas of spray. This leaves tiny, raised areas of white paint.

When dry, I will glaze over such areas with lightly tinted glaze. Then, with a small palette knife, I will scrape over the stippled area, leaving the glaze in the recesses and the whites exposed at the top.”

It is not unusual for Dance to spend six months on one painting. “No matter how normal an artist looks,” he says, “all of us are crazy.” — Steve Knauth

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COURTESY OF THE J. RUSSELL JINISHIAN GALLERY, JRUSSELLJINISHIANGALLERY.COM

SEASCAPES

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BOAT WORKS USED BOAT

Eastern 31 Casco Bay A BOATER WHO SPENT YEARS ON RIVERS TRADES UP TO A VESSEL FOR THE COAST

By Steve Knauth

D

oug Douty was a pontoon boat guy. The Fair Haven, New Jersey, businessman (he owns The Lusty Lobster seafood market in Highlands) grew up on the local waters of the Navesink and Shrewsbury rivers. “I was out on boats as soon as I knew where the water was,” Douty says. “At one point, I had a 13foot Boston Whaler and I was out enjoying the river at all times of the day and night, running around, waterskiing, just having fun.”

After a boatless period, he bought a series of pontoon boats wellsuited to the rivers he grew up on. “They were fun boats for the family,” says Douty, who has a wife and three children. “I had a full barbecue grill on all of them, and we’d turn the motor off and go with the tide or raft up on weekends.”

All the while, there were bigger boats heading past the rivers, into Sandy Hook Bay and out to the Atlantic Ocean. A couple of years ago, Douty felt the urge to get out past the rivers, too. “I wanted

78

SOUNDINGS

a bigger boat, something with an enclosed cabin, a V-berth and a bathroom,” he says. “I thought we could get out more, go farther, maybe extend our season past the summer a little.”

As it turned out, Douty had a boating friend looking to move up.

The boat the friend was trying to sell was a 2002 Eastern 31 Casco Bay, built in Milton, New Hampshire. With a Cummins diesel, it was around $60,000. Douty bought it in 2018. “It was neat and clean, obviously well-cared for,” he says. “The helm is well protected, and it has a keel, which was something I wanted. There’s not a ton of brightwork, but there is some trim on deck and some nice woodwork down below. And, I like the Downeast, traditional look.”

Douty has had the Eastern for two seasons now and is still finding his confidence in coastal cruising, after so many years spent boating on the rivers. “The most I’ve done is to go up to New York Harbor, and that was quite a trip,” he says. “There’s a definite learning curve for me, and I’m learning as I go. I have good mentors, and I like to have them on board.”

A bow thruster added after the boat’s purchase has made docking easier, and the 330-hp Cummins diesel has proved reliable, delivering a 12- to 14-knot cruise speed at around 2200 rpm. Top speed is just over 17 knots, at 2800 rpm. “I haven’t done any long-haul cruises yet, so I’m still working on real fuel use figures,” he says.

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BACKGROUND Eastern Boats has been around since 1981, beginning with an 18-foot runabout designed by Royal Lowell, who was known for Maine workboats. A 22-footer came along soon after, followed by a 27-foot Lowell design built as a center console or lobster boat. Located today in Milton, New Hampshire, Eastern Boats builds a fleet of open and cabin boats, including a 27 Tournament fishing craft.

PIM VAN HEMMEN

Top: Douty at the helm of his 31.

The Eastern also can play the same role as the pontoon boat, giving Douty the chance to get out after work for an hour-long cruise, pick somebody up at the dock and then take a little ride. “It’s a simple boat to operate, easy to keep clean,” he says, “and it’s getting on the water that’s the important thing.”

Douty keeps the boat in Sea Bright, New Jersey, where he’s getting ideas for future cruises from others at the dock. “Some of the other boaters I know do an overnight trip up the Hudson River with their family, or they go out to Long Island Sound,” he says. “I’d like to do some of that in the future—just go a little bit farther and farther.”

With its long, sweeping sheer, flared clipper bow and pilothouse, the Eastern 31 Casco Bay has a traditional, Downeast look. It’s the work of designer Royal Lowell, who was known for lobster boats in Maine. The Casco Bay’s fiberglass hull has been modified for modern tastes with hard chines that add speed and stability, and the boat cruises at 16 to 18 knots with a 370- to 400-hp diesel.

The builder offers workboat, sportfisherman or lobster yacht finishes, and the basic layout includes a forepeak V-berth with an enclosed head and separate shower. The pilothouse (with a triple-pane windshield) has helm and companion seats, and a dinette that converts to a berth. The galley has a two-burner propane stove, sink and refrigerator. Options include Awlgrip paint, air conditioning with a 3.5-kW genset, a transom door, a molded swim platform and a 4-hp bow thruster. A flybridge is also available, along with 380- and 400-hp diesel Yanmar diesel upgrades.

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Massachusetts Kingman Yacht Center 1 Shipyard Lane, Cataumet, MA 02534 508.563.7136 www.kingmanyachtcenter.com MacDougall’s Cape Cod Marine Center 145 Falmouth Heights Road, Falmouth, MA 02540 508.444.9528 www.macdougalls.com

Bayside Marine Corporation 441 Washington Street, Duxbury, MA 02332 781-934-0561 www.baysidemarinecorp.com

New York

Connecticut

Precision Marine Center 290 Drake Avenue, New Rochelle, NY 10805 914.235.4032 www.PrecisionMarineCenter.com

L&L Electronics Branford, CT 203.488.4814 www.LLElectronics.com

Starboard Marine 3050 Lawson Blvd, Oceanside, NY 11572 800.645.6541 www.starboardmarineny.com

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*BOW PRO thrusters run 10 minutes at full power, after that power may reduce. At less than full power setting, run time is greatly enhanced. Real life performance depends on the size of the battery bank.

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81

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82

SOUNDINGS

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SOUNDINGS

John Posey, TX

Buzz Fyhrie, FL

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PUNTA GORDA is a friendly waterfront town. Keep your boat just steps from your back door. Golf. Play tennis. Enjoy the small town lifestyle in the midst of sometimes hectic Florida. Charlotte Harbor offers the best boating in Florida. Protected waters for day or weekend boating with access to the Gulf for that trip around the world. This is the third “Listing Lady” and we have traveled the entire coastline of Florida in a “Listing Lady.” There aren’t many questions about Florida boating that we can’t answer.

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Meticulously-maintained, Punta Gorda Isles 3 bed/2 bath waterfront home w/beautiful canal view, 99ft of seawall & sailboat access to Charlotte Harbor. A concrete dock is steps from the back door w/water & electric hookups available dockside. With the projected opening of Buckley’s Pass in February 2020, you’ll be able to reach open water in under 30 minutes from this property.

SAIL ACCESS HOME W/SOUTHERN EXPOSURE! Check out this 3 bed/2 bath, waterfront, pool home in Punta Gorda Isles w/ sail access to Charlotte Harbor situated on an OVERSIZED lot with 93’ of seawall. Discover Florida living out on the lanai featuring an in-ground pool & summer kitchen w/JennAir electric grill. Steps from the backdoor, you’ll find the extended, concrete dock w/boat lift.

Custom 3 bed/2.5 bath, waterfront home in Punta Gorda Isles w/sailboat access. Property is located on two lots & features 207ft of seawall, 90ft dock w/ water & electric (30 & 50 amp) dockside & an amazing oversized, canal basin view.

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home offers captivating views, concrete backyard dock and boatslip at the community marina. This lovely home features a vaulted ceiling in the living room, oak flooring and gas log fireplace. Kitchen features a JennAir gas cook-top, granite counters, center island and breakfast nook. Includes: a spacious finished bonus room above the 3 bay garage.

masterpiece with private backyard dock and lovely views of woodlands, marsh and water. Featuring an open floor plan with hardwood floors, fireplace, deck and attached two-car garage. Spacious master suite includes a walk-in shower in the master bath and a cozy reading nook. Great neighborhood with pool and boat ramp.

Bayboro â&#x20AC;&#x201C; Gorgeous 3 bedroom /2 bath home Merritt â&#x20AC;&#x201C; Enjoy the tranquility of Moores Creek from overlooking the beautiful Bay River. Over 1.6 acres of spectacular views across the Pamlico Sound with frontage on protected Bells Creek. Includes 2 piers, boat ramp, boat lift and lovely southern breezes. Featuring formal dining room, brick hearth and beautiful oak kitchen cabinets. Concrete pad underneath house provides lots of storage for cars and water toys.

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the comfort of this 3 BR/2 Bath waterfront home on 2.5 acres of wooded waterfront privacy. Featuring 9â&#x20AC;&#x2122; ceilings, luxury vinyl floors, open kitchen/living room, fireplace and a screen porch. Includes huge workshop, garage, lots of storage and a private 125â&#x20AC;&#x2122; concrete pier with access to Bay River, Pamlico Sound and points beyond! Spectacular views!

Yarmouth, MA. Top views on Bass River and Nantucket Sound with shared deep water dock. Custom kitchen and spacious rooms with views, large deck, sauna and outdoor VKRZHU )LUVW Ë&#x160;RRU PDVWHU VXLWH ZLWK Ë&#x2030;UHSODFH DQG VOLGHU to deck. Guest apartment above garage. A must see for the boating enthusiast! $3,199,000 http://gerrycoughlan.kinlingrover.com/listing/MA/Yarmouth/216S-South-Street-02664/99907669

$320,000

Oriental, NC

(252) 249-1787 (800) 327-4189 www.SailLoftRealty.com

Florida

Kinlin Grover Real Estate Gerry Coughlan, Broker Associate 508-737-1734 | gcoughlan@kinlingrover.com GerryCoughlan.KinlinGrover.com

Florida

For Sale

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GREAT VIEW, QUICK SAIL ACCESS & BEAUTIFUL TWO-STORY HOME. Custom, 5 bed/4.5 bath, waterfront home in PGI w/85ft of seawall & lovely view of intersecting canals. Reach open water in mere minutes from your backyard. 2221 Bayview Rd $1,175,000 MLS# C7422488 The Andreae Group 866761-8138 www.DiscoverPuntaGorda.com.

BURNT STORE ISLES, 3 bed/2 bath, waterfront home with 94ft of seawall, a concrete dock w/13,000lb elevator boat lift w/sailboat access to Charlotte Harbor.

Home is located on the perimeter canal w/a view of the protected nature preserve. 669 Macedonia Dr $565,000 MLS# C7420660 The Andreae Group 866-761-8138 www.DiscoverPuntaGorda.com North Carolina

UPDATED BEAUTY! Custom, 3 bed/2.5 bath + ofďŹ ce, waterfront home in Punta Gorda Isles offering 80ft of seawall & quick boating access to Charlotte Harbor. 1560 Aqui Esta Dr. $569,000 MLS# C7420391 The Andreae Group 866-761-8138 www.

DiscoverPuntaGorda.com Spacious, 3 bed/2 bath + large den, waterfront home in Punta Gorda Isles w/ quick boating access to Charlotte Harbor. A concrete dock w/10,000 lb boat lift is steps from the back door w/water & electric hookups available. 1111 Hawks Nest Ct $625,000 MLS# C7422263 The Andreae Group 866-761-8138 www.

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RARE LONG VIEWS AT 3 INTERSECTING CANALS. Freshly updated, 3 bed/2 bath in Punta Gorda Isles with less than 10-minute access to Charlotte Harbor.

New seawall & new dock. An updated brick paver lanai surrounds the in-ground pool. 832 Via Formia $499,000 MLS# C7421990 The Andreae Group 866-761-8138 www.DiscoverPuntaGorda.com.

WHAT A VIEW!!! Custom, 4 bed/3.5 bath, waterfront home w/new roof in Burnt Store Isles offers a fabulous, long canal view + sailboat access to Charlotte Harbor & beyond. 3657 S Crete Dr $639,000 MLS# C7419816 The Andreae Group 866-761-8138 www.

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SOUNDINGS

Lot For Sale

Oriental, NC â&#x20AC;&#x201C; Waterfront home site in a quiet culde-sac with a private dock in place. This double lot is approximately 1.7 acres with plenty of space for your full-time residence or your weekend retreat.

With a recently issued 4-bedroom septic permit RQ ÂżOH HQMR\ ÂżVKLQJ ERDWLQJ DQG WKH DPHQLWLHV RI QHDUE\ 2ULHQWDO ZKLOH EXLOGLQJ \RXU GUHDP KRPH &DOO &(1785< 6DLO /RIW 5HDOW\ 2ULHQWDO 1& ZZZ VDLOORIWUHDOW\ FRP Oriental, NC â&#x20AC;&#x201C; Lovely waterfront homesite on Greens Creek with boat dock and septic system in place. Bike or walk over the bridge to shops, restaurants and social activities in Oriental. Just a short boat ride around the point of Oriental to the Intracoastal waterway. $115,000. Contact CENTURY 21 Sail/Loft Realty, Oriental, NC 800327-4189, www.sailloftrealty.com Oriental, NC â&#x20AC;&#x201C; Waterfront building site with spectacular miles wide views across the Neuse River.

Nearly an acre of land, this lovely property is the perfect backdrop for your year- round home or vacation retreat. Convenient to the village of Oriental and to the Minnesott Beach Ferry and Golf and Country Club. $110,000. Call CENTURY 21 Sail/Loft Realty; Oriental, NC 800-327-4189, www.sailloftrealty.com

Life at the Waterâ&#x20AC;&#x2122;s Edge Advertise your waterfront home with Soundings

Marilou Griswold

Call: 860-227-3638 | mgriswold@aimmedia.com

Tiara 3100 Coronet, 2015 Magnificent example, very lightly cruised, only 172 hr. Twin Volvo D6 (330HP each), 32 kn. max, 5kW Generator, Electric Awning, Sunroof, Full A/C, BowThruster, Wet bar, Grill, Galley, Comprehensively Equipped, New Bottom Paint 2019. Inside stored.

View in Essex, CT $339,500

Grand Banks 36 Heritage Europa, 1997

The legendary GB 36, the perfect trawler for a cruising couple. Beautifully maintained, Single 300HP CAT (1,847 hr.), Bow and Stern Thrusters, 9 kW Generator, Full A/C, Separate Head and Shower, Spacious FB. Inside stored.

View in Essex, CT $205,000

Additional Listings

Grady-White 360 Hard Top Express, 2008 $239,500

Uniesse 48 Open Express, 1998 $289,000

www.EssexYachtSales.com (860) 388-8701 TM

37 Pratt Street, Essex, CT 06426 Leslie@EssexYachtSales.com

5L^ )VH[ :HSLZ à ® )YVRLYHNL à ® :LY]PJL à ® :[VYHNL www.EssexMarineGroup.com | 860.767.4999 | 37 Pratt Street Essex CT 06426

Ocean CPMY - $295,000

34â&#x20AC;&#x2122; Regulator - $285,000

37â&#x20AC;&#x2122; Grady White - $425,000

32â&#x20AC;&#x2122; Edgewater - $199,000

WE ALSO HAVE OTHER GREAT BROKERAGE BOATS AVAILABLE! 77 ft 50 ft 56 ft 46 ft 37 ft 40 ft

1989 2012 1991 1990 2016 1998

Hatterras Cigareette Ocean n CPMY Silvertton Grady White Sea Raay

$499,000 $575,000 $295,000 $95,000 $425,000 $98,000

40 ft 40 ft 37 ft 33 ft 30 ft 34 ft

2005 2014 1994 1993 2006 2015

Legacyy Formu ula Sea Raay Sea Raay Grady-White Regulaator CC

$290,000 $425,000 $42,900 $29,000 $92,500 $285,000

34 ft 26 ft 17 ft 32 ft

1990 2006 2010 2016

Silvertton Chris-Craft Roth Bilt Edgwaater 320CC

$25,900 $59,900 $19,900 $199,000

Many More Models On Order, Contact Us Today For Spring Delivery!

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COME SEE US AT THE HARTFORD BOAT SHOW! DEALERS FOR:

NEW BOATS NEW BOATS

MJM 35z - MJM has done it again! A new world class boat in 35’ setting the standard in beauty and effortless performance. 31 knot cruise speed with standard twin Mercury Verado 300s with 39-40 knot top end. Super quiet and super dry.

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DEALERS FOR:

BRUCKMANN 50 MOTORSAILER ‘05 - Inside steering station is protected in all weather conditions. This is a no compromise motorsailor that powers at 8 knots and sails well with shorthanded sailing systems. Two stateroom two head layout with a library and spacious galley. Call Salem

HINCKLEY CLASSICS - We have 6 stunning Hinckleys listed: S Wester 42, 2 Hinckley 41Classics, 1981 B-40 (photo) and 2 Pilot 35s all have been given significant re-fits and are listed at attractive asking prices.

SABRE 48 SALON EXPRESS ’13 - The Zeus Joystick docking system enables AUTUMN BLUES to be precisely maneuvered, empowering the owner to get her into the most precarious slips with ease. Highly optioned during the build, AUTUMN BLUES also had many thoughtful custom options including additional sound insulation in the staterooms, electric sure shade awning and a painted dark blue Awlgripped hull. Call to schedule your personal inspection. Asking $795,000

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CUSTOM LYMAN MORSE 49’ DESIGNED BY GERMAN FRERS - Extenisvley upgraded and refit by her one and only owner this 2 stateroom performance cruiser is comfortable to be onboard, has an enviable race record and is in exceptional condition. Asking $289,000

GRAND BANKS ALEUTIAN 59 ’09 - Just listed: Simply put, the nicest, best 59 built, very low hours, a New England boat and in inside heated storage 8+ months per year, this 3 stateroom 3 head layout RPH is stunning in every detail, numerous custom features not found on others. Asking $1,750,000

SABRE 42 SEDAN ’06 - This handsome 2 stateroom galley down yacht is on her 2nd owner, always a New England boat, twin Yanmar 480s provide a mid 20s cruise and her bow thruster makes handling a breeze. Recent Awlgrip and electronics.

Asking $439,000

Camden, ME (207) 236-8656

SIRENA 58 - The newest in exploration vessels. Call us for details.

Yarmouth, ME (207) 846-4545

BENETEAU 473 ’05 - Beautiful 3 cabin example of this great family design. Dark blue Awlgrip hull and 2016 Raymarine electronics. Roller furling main and genoa along with oversize self tailing winches make this manageable for a small crew. Well maintained and stored indoors. Price just reduced $200,000. Call Salem

MORRIS 46 RS CENTER COCKPIT ’06 - with owners stateroom and ensuite head aft. Moon Reach is rigged for short handed cruising with electric winches, Leisure Furl boom and auto pilot. Maintained in top condition and stored indoors for the winter. Call Salem

GRAND BANKS 52 EUROPA ’00 – The price has been lowered $46,000. The owner wants the boat sold this fall. This year all bright work has been redone. Cloud Nine has just had her props, shafts and bottom redone last year The teak stern has been refinished and well as all ports re-bedded. This boat has a great extra large salon with a cruising range driven by 1200 gallons of fuel and 500 gallons of water. Asking $550,000. We also have a 1999 listed. Call for details.

MJM YACHTS 50Z ’17 – Like new and available now.... LUNA has only been lightly and seasonally used in New England waters.

She has the desirable triple-engine configuration, sliding windows on the bridgedeck, hard aft enclosure with a polished stainless steel and glass sliding door. Custom top-of-the-line RayMarine and FLIR electronics. Ready to go! Asking $1,849,000.

FOUNTAIN PAJOT 37 “MARYLAND” ’99 - Twin Yanmar diesels provide a fuel sipping 12 kt cruise in a 2 stateroom 2 head galley up arrangement. An early entry in the power cat concept this model has proven to be hugely popular. This one has been very nicely maintained with notable matiainence efforts, e.g. all new wheelhouse windows etc. etc.; Asking $159,000

SABRE 36 MKII EXPRESS ’02 - Always a New England boat and in inside heated storage 7+ months per year, beautifully maintained, Low hour higher HP optional Yanmar 370s along with dozens of other pluses. Asking $139,500

Salem, MA (978) 744-7070

Celebrating 30++ Years

ecys.com

Portsmouth, RI (401) 682-2010

Mystic, CT (860) 415-8282

BROKERS Chris Fairfax Chet Hartshorn Bill Haynie Ted Hood Murray Lord Bob Marston

2010 HYLAS 70 Frers-designed long-range performance cruiser, fully equipped with every conceivable option. Four en-suite cabins and spacious cockpit make her ideal for both private and charter use.

John Perkins Jim Wetherald

CONCORDIA/RON HOLLAND 58 WOW! Well-maintained, quality offshore-capable deck saloon cruising yacht for $299K! 3-cabin teak interior, huge storage, hydraulic furlers and new paint (2017).

2004 HERRESHOFF BOUNTY 58

2012 HYLAS 56

HOOD/LITTLE HARBOR 54

Near-exact replica of the original 1934 Herreshoff BOUNTY. Maintained to perfection. An absolutely stunning classic design.

Rare offering of this proven Frers design features spacious interior, shoal keel and every conceivable option for safe, comfortable cruising.

Powerful offshore cruiser, easily single-handed with electric Sto’way main and mizzen. Herreshoff-style interior. Aft cockpit, shoal-draft centerboard design.

ALDEN 54 MID COCKPIT Alden pedigree and build quality, king berth aft, newer engine, decks, carbon rig and much more!

LITTLE HARBOR 53 Popular Hood design built to high standards, with only 5’-6” draft and unique cockpit layout.

Centerline queen berths forward and aft. Many recent upgrades!

HINCKLEY 48 YAWL Classic Bill Tripp design. 2-SR/2-head layout. Well maintained & upgraded. Available for term charter with option to purchase. Price reduced.

2007 HINCKLEY PICNIC BOAT EP 36 Late-model Jet boat. 310 hrs. on Volvo 435 diesel.

Teak transom with door. Impeccable condition.

BRISTOL 49.9 Exceptional: Centerboard shoal draft, ICWfriendly mast, very well equipped, with electric in-mast furling.

2001 HOOD/KATAMA 30 Stunning design and high-quality build from C.W. Hood. Shoal draft and joystick docking. Major price reduction!

Rhode Island: 401-683-6070

2001 OYSTER 53 DECK SALOON

GULFSTAR 50 CENTER COCKPIT

Captain maintained, 4-cabin teak interior, newer engine and gen (2015). B&G Zeus electronics, davits, RIB, Sat comms, A/C, thruster & more.

Well-appointed and well-looked-after example of this classic 3-cabin cruiser. A/C, upgraded Yanmar and Northern Lights generator.

GULFSTAR 44

ALDEN 44

An extremely-well-updated classic. New leisure . furl, sails, electronics and so much more! Two-boat owners are very keen sellers. Ready to sail away.

Very well kept. Two-cabin teak interior, blue Awlgrip, Yanmar 56hp/900 hrs., new standing rigging, non-skid decks and new canvas.

2004 HUNT SURFHUNTER 29 JET

2006 HUNT HARRIER 25

Gorgeous, gorgeous, gorgeous, and she runs as well as she looks. Experience the Hunt difference.

Always stored indoors, professionally maintained.

Well equipped: Full enclosure, radar, mooring cover etc. New exterior cushions.

WellingtonYachts.com

Florida: 954-527-4230

CARMELLA

KITTIWAKE

158' (48.1m) :: Maccarina Navegantes :: 1989 :: $1,450,000 mike.geraghty@northropandjohnson.com :: +1 401 261 0252

92' (28.1m) :: Vitters :: 1999/2014 :: $1,950,000 hank.halsted@northropandjohnson.com :: +1 401 965 3256

75' 2" (22.9m) :: Washburn & Doughty :: 2002 :: $1,350,000 brian.commette@northropandjohnson.com :: +1 401 965 5226

COASTAL QUEEN

DIAMANTE

PINTAIL

72' (21.9m) :: Chesapeake Marine Design :: 1928 :: $495,000 hank.halsted@northropandjohnson.com :: +1 401 965 3256

68' (20.7m) :: Hunt Yachts :: 2008/2015 :: $2,195,000 bruce.leffers@northropandjohnson.com :: +1 954 790 0503

65' (19.8m) :: Tayana :: 1999/2016 :: $695,000 brian.commette@northropandjohnson.com :: +1 401 965 5226

ROPEWALK

SALLY JO

INDIGO

59' (17.9m) :: Grand Banks :: 2006 :: $1,295,000 bill.titus@northropandjohnson.com :: +1 401 935 3058

52' (15.8m) :: Lyman-Morse :: 2006/1990 :: $695,000 bruce.leffers@northropandjohnson.com :: +1 954 790 0503

46' (14m) :: Concordia :: 1995 :: $395,000 bruce.leffers@northropandjohnson.com :: +1 954 790 0503

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LINDA MARIE

40' (12.1m) :: Intrepid :: 2015 :: $475,000 jonathan.chapman@northropandjohnson.com :: +1 401 474 4793

38' (11.5m) :: Little Harbor :: 2000 :: $289,000 bill.titus@northropandjohnson.com :: +1 401 935 3058

36' (10.9m) :: Ellis Boat Co INC :: 2006 :: $395,000 jonathan.chapman@northropandjohnson.com :: +1 401 474 4793

B R O K E R A G E : : C H A R T E R : : M A N A G E ME N T : : NE W C O N S T R U C T I O N : : C R E W S E R V I C E S : : P R I VAT E IN S UR A N C E S E R V I C E S

NOR T HROPA ND JOHNS ON.C OM

A N T I B E S : : A S I A PA C I F I C : : F O R T L A U D E R D A L E : : H O L L A N D : : L O S A N G E L E S : : M O N A C O : : N E W P O R T : : N E W P O R T B E A C H : : N E W Y O R K : : PA L M A : : S A N D I E G O

PEACEMAKER

Gray & Gray Yachts

A member of:

36 York Street • York, Maine 03909 Tel: (207) 363-7997 • Fax (207) 363-7807 + EMAIL: graygray@gwi.net + WWW.grayandgrayyachts.com

40’ MAST & MALLET HT CRUISER, 2005, $292,500

Antara 1989 Passport 40. Powered by Yanmar 4JH4-AE.

$119,000

43’ OYSTER 435 C/C SLOOP, 1990, JUST LISTED

52’ AND 46’ AND 42’ GRAND BANKS EU, FROM $314,000

Dautie $15,500 1972 Mariner 32, Very good condition, recent sails, new awlgrip.

50’ OCEAN RANGER 1989, $238,500

38’ HOLLAND HT, 1994, $165,000

40’ CAILBER LRC, 1997, JUST LISTED

38’ NORTHERN BAY HT, 1999, $185,000

32’ HOLLAND HT, 2005, $125,000

36’ BHM CUSTOM, $219,000

45’ OCEAN ALEXANDER 2001, $210,000

39’ SHANNON CUTTER, 1999, $129,500 (OFFERS)

42’ GRAND BANKS D/C, $132,000

POWERBOATS

SAILBOATS

50’ TRANSWOLD FANTAIL, 1989, $238,500.

42’ GRAND BANKS 1974, JUST LISTED. 42’ ROBERT RICH HT CRUISER, (2) FROM $64,900 36’ GRAND BANKS, 1980, $76,500.

34’ MARINE TRADER, 1988, $61,500.

33’ CAPE DORY FLYBRIDGE, 1988, $75,000.

32’ ISLAND GYPSY EUROPA, 2000, $92,500.

32’ ISLAND GYPSY TRAWLER, 1986, $67,000.

30’ MAINSHIP RUMRUNNER, 2005, $82,500.

28’ NAUSET FLYBRIDGE, 1999, $69,500 24’ ELLIS SOFTTOP, 1996, $44,900.

45’ SCHEEL C/C SLOOP, 1973, $69,900.

41’ HINCKLEY 41 COMPETITION SLP, (2) FROM $112,000.

40’ HOOD TOR K/CB YAWL, 1960, $47,500.

40’ BRISTOL YAWL, 1976, $38,500.

39’ CONCORDIA YAWL, (2) FROM $59,500.

38’ C&C LANDFALL (2), 1983, $44,900.

37’ DICKERSON CUTTER, 1984, $49,500.

36’ UNION/BOB PERRY CUTTER, 115,000.

36’ PEARSON 36-2 SLOOP, 1987, $43,000.

36’ CAPE DORY, 1979, $39,000.

32’ CHESAPEAKE-RHODES SLOOP, ’61, $45,500.

CALL: 877-239-9212

ANNE H. GRAY • ROBERT GRAY • BARBARA SLOWIK 92

SOUNDINGS

Try 1927 Alden Triangle 28’

Jennifer 1972 Classic Chance 1-tonner

$19,500

$6,900

124 Horseshoe Cove Road Harborside, ME 04642 Tel: 207-326-4422 ∙ Fax: 207-326-4411 Email: sealcoveboatyard@gmail.com ∙www.sealcoveboatyard.com

FULL SERVICE YARD CUSTOM BOAT BUILDING YACHT BROKERAGE HOG PENNY | Pemaquid 26

TRUMPA | Stanley 28 First time offered for sale, she is the only Stanley 28 traditional downeast VW\OH VHPL GLVSODFHPHQW KXOO ¿QLVKHG in the bass boat style. Recent price reduction; located on Mount Desert Island. $185,000

HOG PENNY is a well built down-east style boat built by Pemaquid Harbor Yachts in 1995. She has been meticulously maintained and cared for by her current owner. Many upgrades by John Williams Boat Co., including a new Yanmar diesel engine. $195,000

HOMARUS | Stanley 28

MERYLEE J | Stanley 36

A classic, well-appointed boat, HOMARUS is perfect for an afternoon jaunt or extended weekend cruise.

She has been lovingly maintained by her current owners and is turn-key ready for use. $145,000

A great example of the classic Stanley 36, she is a comfortable cruiser for four and roomy day boat. Brand new Awlgrip and Cummins repower in 2012. Built in 1998. She is currently located on Mount Desert Island. $285,000

PATRIOT | Hodgdon Brothers

WEATHER GAUGE | Concordia

Built in 1959, PATRIOT is a 21-foot runabout built by Hodgdon Brothers.

She underwent a complete rebuild in 2006, re-powered with a 170 HP Yanmar diesel. She comes with her own custom dual axle Loadmaster trailer. $42,500

Farr designed and custom built by Concordia for the present family in 1984, WEATHER GAUGE has been lovingly owned and professionally cared for.

Recent upgrades include all new electronics, systems, and a rebuilt main engine. $195,000

PO Box 80, Shipwright Lane Hall Quarry, Mount Desert, Maine 04660

www.jwboatco.com / info @ jwboatco.com 207.244.7854

Recent trade-ins on new X-Yachts: 1994

J-120....................$120,000

1998

J-120....................$130,000

2012

J-95......................$115,000

Visit them on our website

www.rodgersyachtsales.com

Tel. 860-536 7776 Toby Halsey, th@x-yachtsusa.com Bob Rodgers, rbr@x-yachtsusa.com

94

SOUNDINGS

VISIT US AT THE NEW ENGLAND BOAT SHOW

21 - 23 - 27

PUT YOUR FAMILY FIRST THIS SEASON It’s hard to imagine a more friendly boat for water-loving families than Antares.

She is water-born freedom for children of all ages.

To learn more about ANTARES, contact us at (508) 994.4444 • www.CapeYachts.com 252 Elm Street, S. Dartmouth, MA 02748

VISIT US AT THE NEW ENGLAND BOAT SHOW

30 - 35 - 41 - 44 - 47 - 50

A CHANCE TO GET AWAY The Swift Trawler is the ideal boat for travelling with family. Very seaworthy, extremely safe and comfortable, the Swift Trawler is cut out for long ocean adventures.

To learn more about SWIFT TRAWLER, contact us at (508) 994.4444 • www.CapeYachts.com 252 Elm Street, S. Dartmouth, MA 02748

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See us at the Hartford Boat Show, January 16 - 19, 2020 and the New York Boat Show, January 22-26, 2020 Petzoldâ&#x20AC;&#x2122;s at Point Judith Marina 392D Goosberry Road â&#x20AC;¢ Wakefield, RI 401-846-8484 â&#x20AC;¢ joe@petzolds.com

Petzoldâ&#x20AC;&#x2122;s Marine Center Portland 860-342-1196 ken@petzolds.com / troy@petzolds.com / jordan@petzolds.com

www.petzolds.com

Petzoldâ&#x20AC;&#x2122;s at Norwalk Cove 203-838-4523 diana@petzolds.com / jeff@petzolds.com

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View over 800 listings on BrewerYacht.com!

2004 Tiara Sovran 36 $179,900

John Uljens 860-395-8181 Branford, CT

FEATURED TRAWLER

From New England to South Florida 18 East Coast Sales Offices 2017 Beneteau Swift Trawler 30 $290,000 Mike Farman 401-497-1116 Warwick, RI

FEATURED SAILBOAT

2006 Catalina Morgan 44DS $199,00 Bruce McDonald 631-987-9989 Greenport, NY

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2011 Back Cove 30 $234,900 Fred Brown 203-209-6385 Westbrook, CT

Brewer Yacht Sales has offices at a Safe Harbor Marina near you!

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2018 Rosborough 246 Halifax $159,000 Dave McKenney 401-641-8697 Wickford, RI

Buying or selling?

Contact us at BrewerYacht.com FEBRUARY 2020

97

See us in booth J2 at the New England Boat Show

MAKE MY BOAT A

ZODIAC

Larger BAYRUNNER 500 also Available!

Check our website www.brownsyy.com for current inventory.

139 Rear East Main Street Gloucester, MA 01930 Tel: (978) 281 - 3200 â&#x20AC;˘ Fax: (978) 281 - 3201

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BOATS FOR SALE ¡ 3XOVLIHU +DPSWRQ Z KS 8QLYHUVDO ZHOO PDLQWDLQHGÂŤÂŤÂŤ ¡ (ULFVRQ VORRS ZLWK UHFHQW %HWD GLHVHO DZOJULS :HOO HTXLSSHG ÂŤÂŤÂŤÂŤÂŤ $% ,QĂ DWDEOHV Ă&#x20AC;EHUJODVV DQG DOXPLQXP KXOOV

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(860) 536-6930 1996 Shannon 43 - $159,000 (508) 999 - 1381 | conco@concordiaboats.com South Dartmouth, MA | www.concordiaboats.com

98

SOUNDINGS

55 Spicer Ave. Noank, CT 06340

www.mysticriverboathouse.com

340 ROBINHOOD ROAD, GEORGETOWN, MAINE (207) 371-2525

WWW.ROBINHOODMARINECENTER.COM

Octavia â&#x20AC;&#x201C; 2003 Alerion Express 28 - Very NKIJVN[ WUGF FGGR MGGN XGTUKQP QH VJKU %CTN Schumacher modern classic daysailer/ QXGTPKIJVGT (WNN GNGEVTQPKEU WRITCFGF 8QNXQ 5CKN FTKXG (NCI $NWG #YNITKR JWNN GZEGNNGPV FQWDNG CZNG VTCKNGT IQQF UCKNU and a smooth bottom. $72,500.

Growler â&#x20AC;&#x201C; 2004 Wilbur 34 open, Virtually in like new condition she only has 445 hours on her 3126 Caterpillar! Garman plotter/ radar, Raymarine pilot and bi-data, bow thruster, windlass, heat, transom door and standard Wilbur34 forward cabin. $225,000

7 Seas â&#x20AC;&#x201C; 1990 40â&#x20AC;&#x2122; Trojan 12 Meter Express Well cared for former fresh water cruiser with twin 6-71T Detroit Diesels. She offers comfort and practicality in a midsize yacht YKVJQWV UCETKĆ&#x201A;EKPI UV[NG CPF NWZWT[

23â&#x20AC;&#x2122; SAILFISH 2380 CENTER CONSOLE 2012 TWIN YAMAHA 150 HP FOUR STROKES WITH ONLY 110 HOURS. ELECTRONICS PACKAGE T TOP STERN AND BOW SEATING. HEAD IN CONSOLE. ASKING $59,900

28â&#x20AC;&#x2122; FOUR WINNS 285 EXPRESS 2011 SINGLE VOLVO PENTA 5.7LGXI 300HP 230 HOURS SLEEPS 4 AIR CONDITIONING FULL CANVAS. ASKING $39,900

ON DISPLAY AT ONSET BAY

ON DISPLAY AT ONSET BAY

29â&#x20AC;&#x2122; STAMAS 290 EXPRESS TWIN YAMAHA 250 HP OX 66 OFFSHORE HALF TOWER WITH RECENT ENCLOSURE FISH BOXES TRANSOM DOOR TACKLE STORAGE. SLEEPS 4 GALLEY HEAD SHOWER. ORIGINAL OWNER NOW RETIRING FROM BOATING. GREAT STARTER BOAT ASKING $26,500

30â&#x20AC;&#x2122; SEA RAY 300 SUNDANCER 2003 TWIN MERCRUISER 350 MAGNUMâ&#x20AC;&#x2122;S BRAVO II 300HP. 380 HOURS. GENERATOR AIR CONDITIONING, RADAR GPS CHARTPLOTTER. SLEEPS 6 GALLEY ENCLOSED HEAD/SHOWER. TRANSOM DOOR SWIM PLATFORM. ASKING $32,500

MASSACHUSETTS

ON DISPLAY AT ONSET BAY

30â&#x20AC;&#x2122; PURSUIT OFFSHORE 1995 TWIN CRUSADER 7.4L FWC FULL ELECTRONICS MARLIN TOWER WITH CONTROLS OUTRIGGERS TRANSOM DOOR RECENT HELM ENCLOSURE. FULL GALLEY SLEEPS 4. CLASSIC PALM BEACH STYLING. WELL CARED FOR SAME OWNER FOR 18 YEARS ASKING $44,500

32â&#x20AC;&#x2122; RINKER 320 EXPRESS 2005 TWIN MERCRUISER 5.0L BRAVO III WITH 400 HOURS. AIR CONDITIONING & GENERATOR, RADAR CHARTPLOTTER, PLAS-TEAK DECKING, SLEEPS 6 FULL GALLEY COCKPIT REFRIGERATOR DARK BLUE HULL & CANVAS. ASKING $44,500

MASSACHUSETTS

ON DISPLAY AT ONSET BAY

35â&#x20AC;&#x2122; BERTRAM FLYBRIDGE MK II 1985 TWIN CATERPILLAR 3208 ST 300HP 1850 HOUR PORT ENGINE COMPLETE REBUILD â&#x20AC;&#x2DC;19, NEW GENERATOR AIR CONDITIONING MARLIN TOWER. ALL ORIGINAL BOAT IN GOOD CONDITION. FOR SALE

BY THE ORIGINAL OWNER. ASKING $49,900

37â&#x20AC;&#x2122; SEA RAY 370 SUNDANCER 2015 TWIN MERCRUISER 8.2L FWC 380HP 400 HOURS. FULL ELECTRONICS, AIR CONDITIONING & GENERATOR. TEAK COCKPIT SOLE COCKPIT REFRIGERATOR & GRILL, CABIN WITH PREMIUM CHERRYWOOD SLEEPS 6 TWO PRIVATE STATEROOMS. BOW THRUSTER UNDER WATER LIGHTS. MOST SEA RAY OPTIONS. ASKING $279,900

ON DISPLAY AT ONSET BAY

ON DISPLAY AT ONSET BAY

5M[G ( % 6JKU XGTUKQP QH VJG ENCUUKE ( % KU DGCWVKHWN ;CPOCT FKGUGN YKVJ NQY JQWTU IQQF FGEMU EJCKP RNCVGU JCXG DGGP FQPG IQQF equipment, super nice interior, a list of PWOGTWQU TGEGPV WRITCFGU KU CXCKNCDNG upon request. $129,000

5CNV[ s /CE&QPCNF %TWKUGT $WKNV

by Tom MacDonald in Mystic CT, she has C ICNNG[ YKVJ UKPM CPF KEG DQZ C EQOH[ 8 DGTVJ GPENQUGF JGCF IQQF GNGEVTQPKEU CPF C URCEKQWU EQEMRKV 4GDWKNV %JT[UNGT GPIKPG KU SWKGV CPF GHĆ&#x201A;EKGPV

Seaquester - 2002 Eastern 27 Recently put QP VJG OCTMGV VJKU 'CUVGTP JCU IQQF equipment wand electronics, an excellent double axle trailer, and a motivated seller.

Great value at $19,500.

Added Expertise at No Added Cost Gordon Reed has spent the last 46 years YQTMKPI KP PGCTN[ GXGT[ HCEGV QH VJG [CEJV DWUKPGUU (TQO XGUUGN QRGTCVKQP DQCV[CTF OCPCIGOGPV HQT TGRCKT CPF EQPUVTWEVKQP VQ OCTKPG UWTXG[KPI JG JCU worked closely with owners to exceed VJGKT GZRGEVCVKQPU CPF HWNĆ&#x201A;NN VJGKT FTGCOU #U C DTQMGT VJKU DCEMITQWPF IKXGU JKO C WPKSWG RGTURGEVKXG VQYCTFU IWKFKPI JKU clients to the perfect yacht.

Contact Gordon Reed at greed@robinhoodmarinecenter.com

39â&#x20AC;&#x2122; SEA RAY 390 EXPRESS CRUISER 1989 TWIN 7.4L MERCRUISERS 970 HOURS MANIFOLDS/RISERS/ HOSES REPLACED 2019! WESTERBEKE GENERATOR AIR CONDITIONING SLEEPS 5 FULL GALLEY HEAD/SHOWER. RECENT ENCLOSURE AND EXTERIOR SOFT GOODS AND FULL INTERIOR UPDATE. BIG 13â&#x20AC;&#x2122;11â&#x20AC;? BEAM VERY SPACIOUS BOAT! PROFESSIONALLY MAINTAINED AND IN TOP CONDITION! ASKING $44,500

43â&#x20AC;&#x2122; POST FLYBRIDGE SPORTFISH 1985 TWIN DETROIT DIESEL 6 71 TIâ&#x20AC;&#x2122;S WITH 1150 ORIGINAL HOURS. GENERATOR AIR CONDITIONING. HARDTOP TRANSOM DOOR SWIMPLATFORM OUTRIGGERS ANCHOR WINDLASS. UPDATED GALLEY DOWN TWO STATEROOM LAYOUT WITH LIGHT HONEY TEAK FINISH. SAME (SECOND) OWNER FOR 18 YEARS PROFESSIONALLY MAINTAINED. ASKING $89,900 MASSACHUSETTS

For additional information contact Ron Cahoon Yacht Sales Direct 508 295 2300 rcahoon@byy.com or visit our website at www.onsetbayyachtsales.com Buying or Selling whether New or Used let my 39 Years of Selling Boats & Yachts help you make the right decisions! Ron

Cahoon

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ACCURATE tank measurement made easy when just one TANK TENDER measures from 1 to 10 water, diesel and holding tanks. Pneumatic, long term reliability, no electricity, no batteries.

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MARINE MARKETPLACE

We make life aboard extraordinary.

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KEVIN E. SEVERANCE INSURANCE AGENCY

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101

CLASSIFIEDS POWERBOATS / SAILBOATS ®

REAL BOATS, REAL BOATERS

Selling your boat?

48 FT SABRE SALON EXPRESS 2012 48’ Sabre 2012 Salon Express w/T/Cummins 550hp w/Zeus drives. Well equipped and over maintained. Full third cabin layout. Full galley, salon, 3-staterooms, 2-heads w/showers. Plenty of storage. Custom high end décor throughout. Spacious cockpit with wide walkways on side decks. Cockpit awning extends cockpit use. Lots of extras and options. Located in Falmouth, MA. Call today. 781.331.2400 bostonyacht.com.

36 FT JEANNEAU NC11.3 2015 36’ Jeanneau 2015 NC11. Striking and innovative two stateroom coastal cruiser. NC stands for New Concept and the contemporary yacht design of this 2015 Jeanneau NC 11 offers all of the amenities today’s boat buyers demand. Salon and galley up design. AC and ample storage. Must see, call today. 781.331.2400. bostonyacht.com

30 FT CRUISERS YACHTS 300 EXPRESS CRUISER 2011 Cruisers Yachts, 300 Express Cruiser, two sets of camper canvas, twin diesel Volvo I/O, fully equipped and functioning, diesel generator set, air conditioned, two refrigerators, windless. Launched 2012. All fresh water or garage life, Great Lakes or St. Johns River. 22k goose neck trailer available – $2k. I will respond to telephone inquiries 912-2660574. Asking $99k.

List it online!

https://classifieds.soundingsonline.com/boats-for-sale/

34 FT BACK COVE 34 2013 2013 34′ Back Cove, classic Flag Blue hull color, upgraded 480 HP Cummins diesel power w/bow & stern thrusters, only 680 hrs. Generator, autopilot, radar, heat and air, SureShade cockpit awning & more. She sleeps 4, enclosed head w/separate stall shower. Our trade, excellent condition inside and out. Located in Sea Bright, NJ. Call Sandy Hook Yacht Sales 732-5305500 or email hhartmann@sandyhookyachts.com

45 FT SEAHUNTER 45 2018 45’ SeaHunter 2018 with only one year of use in New England waters, this spectacular SeaHunter sports a Pimlico Blue hull with custom black engine paint on her Quad 350 Yamaha four stoke engines (170-hours). She delivers a breathtaking full throttle experience with speeds over 60 MPH. The engines have 4 years remaining on transferable warranty.Meticulously maintained. Call 781.331.2400 bostonyacht.com

53 FT LITTLE HARBOR 53 CUSTOM KETCH RIG 1988 Center cockpit shoal-draft Ted Hood design, beautifully cared for by just two owners. New Yanmar power with only 264 hours. Three staterooms with owner’s aft.

All sail handling controls located right at helm. Top-notch condition – freshwater boat for the last 10 years.

Come see her and you’ll want her all the more. Contact Wellington Yacht Partners, 401-683-6070, info@ WellingtonYachts.com, www.WellingtonYachts.com

32 FT NORDIC TUG PILOTHOUSE 2002 Pristine Nordic Tug 32′, Groton, CT, 2nd owner, lightly used, Ivory/green inset, Cummins 220 (953 hrs), Genset (583 hrs), 2 AC reverse heat, fridge, freezer, Sunbrella upholstery (2019), Tinted windows, Avon hard bottom 9’/3.3 Mercury, Bimini, Cockpit shower. Mr. Adams at (860) 550-1719 or Email: Lesserlight1941@gmail.com, $169,900 42 FT SABRE 42 2015 They Just Don’t Get Nicer Then This Unless You Pay $1mil & Buy A New One. This Original Owner 2015 Is Spotless, Lift Kept & Has Just Under 250 Easy Hours. Shrink wrapped to the water line 5 months of the year and Cruised in upper and mid Chesapeake Bay’s brackish waters only. Rob Dorfmeyer, 216-533-9187, rdorfmeyer@ knot10.com.

102

SOUNDINGS

32 FT DOCKAMINIUM SLIP 1980 32′ Slip at River Landing Marina Condominium Association located at Between the Bridges 124 Ferry Road Old Saybrook $20,000 call 302 740 1958

50 FT BRUCKMANN 50 CUSTOM 2001 Amazing Mark Ellis design: Sails well, powers well and looks great!

Pilothouse steering, aft-cockpit helm. Transom door and swim platform. Midships library converts to a third stateroom. Unique, and a first-class build. Seriously for sale. Contact Wellington Yacht Partners (401) 6836070, info@wellingtonyachts.com, www.wellingtonyachts.com.

POWERBOATS / SAILBOATS CLASSIFIEDS

Anglers Journal

50 FT ALDEN 50 1989 Proven performance cruising yacht with respected Alden pedigree and handsome aft-cockpit profile. Loaded, with furling main, electric winches, air, gen, Espar heat, watermaker and much more. Recent upgrades include new sails, canvas, bow thruster, electronics, inverter/batteries and safety gear. Low hours, with only light summertime use. Immaculate condition. Contact Wellington Yacht Partners, 401-683-6070, info@WellingtonYachts.com, www.WellingtonYachts.com

PHOTO BY PAT FORD

SUBSCRIBE TODAY OUR MISSION

48 FT CHERUBINI 48 SCHOONER 1986 Gorgeous to look at and even more fun to sail, NARWHAL benefits from a substantial refit (2014) with virtually every mechanical and electrical system replaced. Her combination of shoal draft, spirited performance, a well-balanced helm and easy sail handling along with drop-dead gorgeous lines make for a truly iconic design and unique offering. Contact Wellington Yacht Partners, 401683-6070, info@WellingtonYachts.com, www.WellingtonYachts.com.

Anglers Journal is not your run-of-the-mill fishing mag. We created this publication for that special band of enthusiasts who feel most alive when they are on the water. This award-winning quarterly features gorgeous photography, great writing, art, adventure, commentary and more. Let us remind you why you first got hooked so deeply by this special world.

Let Anglers Journal take you home.

SUBSCRIBE Subscriptions are $29 for four issues (Winter, Spring, Summer, Fall).

Call (800) 877-5207 anglersjournal.com 30 FT NEWPORT 30 1984 1984 Newport 30 model III. Designed for racing and modified to be a cruiser.

Mast head sloop rig and fast on the water. Well maintained with a Universal 24hp diesel. Nearly new Genoa, Chip Cornell, 203 979 0391, chipc1@ me.com. mainsail and asymmetric spinnaker in sock. Great for single handling sailors.

24 FT CUSTOM MODIFIED MARK-O AC CAT 1980 Custom AC 24′ Cat. 30′ LOA capable and comfortable cruising cat with new bowsprit and pulpit, 30 HP Volvo diesel, carbon fiber gaff and boom, traditional gallows, power winch and all amenities. Annie S. is a capable a head turner with 6′ headroom and all comforts below. Call 617-688-9336 email jcanney353@gmail.com $64,500

Editorial offices: Anglers Journal 10 Bokum Road Essex, CT 06426 wsisson@aimmedia.com

Find us on

FEBRUARY 2020

103

JUST YESTERDAY

A Solid 10

A

bright red outboard engine mounted on the stern of a fiberglass dinghy has these two youngsters enthralled; for them, it’s the stuff that dreams are made of. More precisely, it’s the newfor-1958 Mercury Mark 10 Alternate, a twin-cylinder, 10-hp power plant that comes with a 12-volt electric starter, a generator and a host of other gear.

Manufactured by the Kiekhaefer Corp. in Fond du Lac, Wisconsin, the Mark 10 Alternate’s features, listed in the pages of a September 1957 boating magazine, include an automatic transmission with a single-handle shifter on the tiller that also controlled the throttle. Below the waterline, the lower unit’s Glide-Angle design was meant to slough off underwater obstacles: “stumps, rocks and thick weeds,” as the sales pitch went. The Flo-Torq propeller drive had rubber bushings, which eliminated the use of the shear pin.

104

SOUNDINGS

The Mark 10 Alternate was the product of years of development. When World War II ended, Karl Kiekhaefer understood that Americans were going to want to go boating, and outboards were a good way to get them out on the water. In 1947, Mercury introduced the 10-hp, two-cylinder Lightning, also called the Super Ten. The 1952 Cruiser outboard was a further development, updated with a twist-grip throttle and a “forward, neutral, reverse” gear set that would eventually be used on the Mark 10 Alternate.

Outboard engines such as this one helped to attract a new, young generation of Americans to the pleasures of boating in the 1950s and 1960s. That’s one reason the Mercury Mark 10 Alternate is still valued today among antique outboard collectors. Models in various states of repair are readily available on the internet. One enthusiast calls the bright red outboard “a 10-horse gem.” — Steve Knauth

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