June/July 2020 - Sea Magazine Digital Edition by Duncan McIntosh Company

SEA MAGAZINE • JUNE/JULY 2020

NEW BOATS 

VO I C E O F PAC I F I C COAST B OAT I N G S I N C E 1 9 0 8

Prestige 420 Flybridge 48 Wallytender Silent Yachts 55 Hatteras M98 Panacera

PRESTIGE 420 FLYBRIDGE, 48 WALLYTENDER, HATTERAS M98 PANACERA

A DOWN SCARY RIDE CANADA’S LONGEST RIVER JUNE/JULY 2020

VOLUME 112, NO. 2

1 ,0 0 0 S O F N E W & U S E D B OATS F O R SA L E I N S I D E

$5.00 USA AND CANADA

SEAMAGAZINE.COM

Get a GEICO quote for your boat and, in just 15 minutes, youâ&#x20AC;&#x2122;ll know how much you could be saving. If you like what you hear, you can buy your policy right on the spot. Then let us do the rest while you enjoy your free time with peace of mind. geico.com/boat | 1-800-865-4846

Some discounts, coverages, payment plans, and features are not available in all states, in all GEICO companies, or in all situations. Boat and PWC coverages are underwritten by GEICO Marine Insurance Company. In the state of CA, program provided through Boat Association Insurance Services, license #0H87086. GEICO is a registered service mark of Government Employees Insurance Company, Washington, DC 20076; a Berkshire Hathaway Inc. subsidiary. ÂŠ 2020 GEICO 20_206641

JUNE/JULY 2020 • VOLUME 112 NO. 2

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A Scary Ride Down Canada’s Longest River Cruising amenities i will never take for granted after a trip down the Mackenzie river BY PETER A . ROBSON

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24 DEPA R TMEN TS

F E AT U R E

24 Land Whoa!

Running aground isn’t the end; it’s the beginning of a process to get the boat free again.

2 West Coast Focus

Tidbits from the world of boating

6 Mexico Report

DUNCAN McINTOSH CO. INC. FOUNDED BY:

Buddy boating in Mexican Waters

Editor and Publisher Duncan McIntosh Jr.

12 Prestige 420 Flybridge

8 The Experts

Co-Publisher Teresa Ybarra McIntosh (1942-2011)

BY ZUZANA PROCHAZK A

42 Ask A Broker

N E W B OATS: S EA TRIALS

A major makeover for the new baby of the Prestige family leaves a favorable impression.

I N E V E RY I SS UE :

BY CAPT. PAT R AINS

Products, tips, Q&As and expert advice to make your boat more livable Tips on buying and selling a boat

IN-DEPTH LOCAL BOATING NEWS AND EVENTS STARTS AFTER PAGE 28

SEAMAGAZINE.COM JUNE/JULY 2020

+ Sea TOC new3.indd 1

5/20/20 8:03 AM

WEST COAST FOCUS

By ZUZANA PROCHAZKA

LEAD BOAT 48 WALLYTENDER

LOVE YOUR TENDER

> lexusyachts.com

SEAMAGAZINE.COM JUNE/JULY 2020

he name may have “tender” in it but the new 48 Wallytender is also a very capable standalone vessel that will entertain 10 easily and has overnight accommodations for two. And it’s a looker since you could call it a very sexy beast and not be wrong. At nearly 48 feet long, this sleek speedster was just launched in both Europe and the US and three were sold before the first hull even splashed. Twin Volvo Penta IPS 650 inboard engines (for a total of 960 HP) give her some serious power so this model tops out at 38 knots. There’s also precise control for maneuvering and docking due to joystick drive and great visibility forward and aft from the helm. The new boat has 370 gallons of fuel, which translates to a 300 nautical mile range at 32 knots. Built in Forli, Italy, the 48 Wallytender has some innovative secrets. First, the bulwarks of both of the aft hull sections fold out to enlarge the singlelevel cockpit while at anchor. At the bow, there’s a Besenzoni retractable anchoring system that is flush with the hull but extends from a hidden panel to become a self-launching affair via a button at the helm. A retractable passarelle aft doubles as a five-step swim ladder and there are plenty of carbon fiber accents throughout that provide both luxury and strength. There’s even an option for a gyrostabilizer to keep the boat rock steady under way and especially at rest. On deck, you’ll find two sunpads for up to six loungers, a galley unit and a clever seating arrangement that can be converted from helm seating to a dinette for eight. Below there’s a full cabin with a v-berth bunk, an enclosed head and over 60 gallons of fresh water. So although the 48 Wallytender is likely to be found ferrying the jet set from a nearby superyacht to a swanky restaurant ashore, the boat can also be weekended in a pinch. Nice pinch, by the way.

The 48 Wallytender was recently launched in Europe and the U.S. Each boat is equipped with twin Volvo Penta IPS 650 inboard engines, giving her 960 horsepower and a top speed of 38 knots.

SEAMAGAZINE.COM JUNE/JULY 2020

WEST COAST FOCUS

By ZUZANA PROCHAZKA

W H AT A C O N C E P T

Hatteras just introduced plans

Hatteras M98 Panacera

for their M98 Panacera, the

Head to the Beach

newest model in their luxurious Panacera line that will be launched in 2021. With four large en suite staterooms, this

mini-superyacht will sleep eight and has a main deck VIP suite. The yacht will be offered with a choice of open, closed or fully enclosed bridge and the bulwarks will be cut down to provide better views of the outdoors even from a seated position inside so guests connect with the environment around them. The real fun will be aft in the spacious beach club. The hydraulic swim platform will be a submersible teak beach for kids to play or to lounge on in cool breezes at the waterline. Integrated steps will make it easy to move from the lowered platform to the transom. If youâ&#x20AC;&#x2122;re not up for the beach, you can also spec the transom area for use as crew quarters or a large utility room.

Hatteras M98 Panacera

SEA STATS DOLPHINS

1,000+

Potential number of dolphins in a single pod

Speed, in mph, dolphins can swim

100

Number of teeth a dolphin has, on average

Age of the worldâ&#x20AC;&#x2122;s oldest recorded dolphin, from Florida

Number of different species of dolphins

SEAMAGAZINE.COM JUNE/JULY 2020

After Hours Seattle Wash

N A M E T H E B O AT

Can you put a name to this boat? See the next page for the answer.

A pair of 250 kW e-motors and 210 kWh of lithium batteries that provide not only the propulsion but also power for all house needs via a 15-kVA inverter.

T H I N G S T H AT M A K E Y O U S AY “ W O W ! ”

Silent Yachts New Drive Train SILENT Yachts is the Austrian producer of oceangoing solar-electric production catamarans and their new Silent 55 model has a completely revised drivetrain with significantly more battery power and electric motors that are twice as powerful as before. A pair of 250 kW e-motors and 210 kWh of lithium batteries provide not only propulsion but also power for all house needs via a 15-kVA inverter. Although there is a generator, thirty solar panels provide charging on sunny days. However, with a full charge, the vessel can cruise all night. The genset is used to top up the batteries when needed but isn’t required for either cooking or air conditioning at anchor. Technically, the yacht has unlimited range and operates

SILENT Yachts 55

with no noise, fumes or vibration, which is something that will make you say, “Wow!”

Liquid Asset

FA S T FA C T

68,616

Seattle Wash

Number of registered boats in Alaska

NAME THE B O AT

uidt Liqs e s A ttle

Sea

Was

Answer from page 4. SEAMAGAZINE.COM JUNE/JULY 2020

MEXICO REPORT

By CAPT. PAT RAINS

There are plenty of options to cruise within the United States, but what if you and a few others want to cruise south of the border? There are some perks to navigating into Mexican waters. But there are some negatives, as well.

17 PROS & CONS OF

BUDDY BOATING IN MEXICAN WATERS Navigating south of the border can be a fun experience – but there are things to be wary of, as well. We look at some of the pros and cons of cruising in Mexico.

WE’RE AT THE HEIGHT of Mexico cruising season, so folks at West Coast boat shows are

fired up with questions about exploring Mexico’s 3,000 miles of tropical coastlines – from Baja and the Sea of Cortez to the Gold Coast and parts south. But boaters sometimes express a bit of trepidation about heading south alone – especially those who haven’t yet ventured beyond our borders. It’s not just that Mexico is new and unfamiliar to them; it’s actually “foreign.” If that’s you, you’re not alone. Buddy boating or going south with a group is increasingly popular, evidenced by the

SEAMAGAZINE.COM JUNE/JULY 2020

increasingly popular CUBAR Odyssey, Panama Posse and Baja Ha Ha. It’s a good plan. Although you start off voyaging with dozens in your group, you’ll soon gain enough experience and familiarity to branch off - either on your own or with one or two buddy boats. When you’re thinking of buddy boating for the Mexican adventure, here are some tips to consider - each with a couple pros and cons.

WHO SPEAKS SPANISH?

If you don’t speak Spanish, seek a buddy boat whose skipper is fluent, right? PRO: They’ll help you with port officers, respond in Spanish on the VHF radio, interpret prices at the fuel docks (pesos per liter), maybe negotiate better deals on slip reservations, boat wash downs, taxis, tours, etc. PRO: If you speak enough Spanish to interpret for your buddy, you can prevent misun-

derstandings if you decide up front what they want said in their behalf. CON: If your buddy-boat skipper isn’t as honest, congenial and level headed as you are, he might get you into trouble. Don’t pick a buddy who has trouble with authorities or who knows no limit to chiseling prices. CON: If negotiations turn testy or you really don’t follow what your interpreter is saying, let everyone step apart while you get out the dictionary.

WHERE TO OVERNIGHT?

On the outside of Baja, safe overnight anchorages are few and far between. Pick a buddy whose southbound route plan matches your own, particularly when and where to anchor for the night. Lay out the charts and compare route ideas. PRO: You and your buddy boater are both capable of running overnight once every few days, so you agree to stop for the night only at Ensenada and the reliable anchorages of Turtle Bay and Magdalena Bay before reaching Los Cabos. CON: During the first day’s run, your buddy or his crew realize they’re too tired or unprepared for an overnight run, so they insist on both of you stopping and trying to anchor wherever they happen to be when the sun is about to go down. Unfortunately, not every nook on the chart is a safe place for two boats to drop the hook and get some shut eye. It’s too small for both of you to swing. The bottom lacks good holding. rocks appear too close as the tide drops. When the prevailing wind shifts it becomes a surf zone. If you’re both forced to up anchor and skedaddle in the dark, exhaustion may set in.

PETS ABOARD?

You and your buddy boat each have a dog that wants to get ashore and do their business. PRO: Plan for stops where you can either (a.) get the dogs calmly loaded into dinghies and land on a beach for a leisurely romp, or (b,) quick tie to a pet friendly dock for a brief relief run to the nearest landscape, of course, with your scooper and poop bags. PRO: Fortunately the Sea of Cortez and mainland Mexico provide an abundance

Boaters sometimes express a bit of trepidations about heading south alone. of anchorages and beaches for frequent pit stops to relieve the pooches. CON: Unfortunately, Pacific Baja’s rugged coastline offers very few reliable anchorages with easy-access doggie pit stops, so you may both try patches of live sod secured on the aft deck, scented fire hydrants tied to life lines, a pantry of special foods and vet approved laxatives. CON: If their dog achieves success, do they wait until yours does too? Neither doggie may be thrilled to get back aboard once they realize what’s going on.

VARIETY OF SKILLS

Seek a buddy boat skipper and crew whose skill sets or equipment are different enough to compliment your own. PRO: You know every inch of this coast like the back of your hand, and you have a powerful array of navigation electronics. Your buddies are fishing fiends who supply you with fresh seafood for breakfast, lunch and dinner. Good mix. Or, your buddies are medical professionals who can fix any ill short of openheart surgery on the galley table, but your boat contains every useful tool known to mankind and you’re not afraid to use them in their behalf. CON: One side might have to contribute more frequently than the other, such as, they’re now dependent on your keeping their generator running by spending hours in their engine room each day. CON: Your radar fails and you need them to be your eyes for 100 miles by constantly relaying on the radio.

KIDS ABOARD

If you have a teen-ager in your family who is bored out of his or her skull at the notion of voyaging with parents, look around for one or two boats that also have teens or slightly younger children aboard.

PRO: The kids on both boats will soon be sharing their electronic games, toys, movies, clothing, water-sports equipment and dinghy explorations. I met one set of buddy kids who taught each other sign language for their secret messages. CON: If your two or three sets of kids really bond, it may be emotionally difficult to split up these new friendships. If so, which parents are willing to alter their itinerary?

SAME BOATS?

The most common basis for buddying up is that you’re both driving the same brand of boat, maybe even the same models or engines, if not the exact same years. PRO: You both carry the same spares and manuals, and you both know the other boats’ particular foibles, so you can constantly share a vast pool of knowledge - maybe even share parts or tools in a pinch. CON: What if you both don’t like to run those engines at the same cruise speeds. You like to run up your RPMs every hour to clean out your turbos, but he doesn’t do that. Try not to insist that your way is the only way.

BUDDY LIVING

During a 3-week cruise, what you will do together or separately? Stop for fuel, stay in marinas or anchorages, car rentals, provisioning runs, restaurants, local tours? Will you go to dinner Dutch Treat, or take turns footing the bill? If your buddy decides to stay somewhere three extra days, will you stay too?

AVOID TO SUCCEED

Many successful buddy boaters agree in advance to never talk religion or politics. If you never drink, smoke or do recreational drugs, don’t buddy with a boat where that is the norm. Mexico has plenty of banks and ATM machines, so don’t loan or borrow money unless it’s an emergency.

BYE BYE BUDDY!

Decide in advance where you will part company peacefully. Baja’s Los Cabos is a natural divider; one boat angles southeast to the mainland, the other heads up into the Sea of Cortez.

SEAMAGAZINE.COM JUNE/JULY 2020 7

THE EXPERTS By ZUZANA PROCHAZKA

2.75-inch color screen. Not only do you save room on a crowded dashboard, you also get a full-graphics screen that beats the old single-line-of-text interface by a mile.

REMOTE OPERATION JBLPRV-275 RECEIVER

FUSION APOLLO RA770

5 COOL FEATURES OF

TODAY’S MARINE STEREO HEAD UNITS

Today’s heads do more, look better, and are easier to use.

THERE WERE DAYS (MAYBE not so long ago) when, if you wanted tunes on your boat to

make fishing even more fun, you installed the first automotive stereo head unit you could find and that was that. Those days are gone because whiz-bang audio technology has seeped into the marine market and stereos are no longer just “dumb” head units with a few knobs and basic functionality. Let’s look at the hottest trends in marine audio entertainment that you’ll see on more boat dashboards soon.

INTEGRATION WITH MFDS

Control the stereo through your multifunction display via the NMEA 2000 bus. MFDs from Raymarine, Garmin, Simrad, Humminbird and others now offer integrated controls so the main stereo head can be mounted remotely and that saves room on your dash. You can control multiple zones like the aft cockpit or forward sunpad and change volume, balance, tone and bass. You can also access the deeper 8 SEAMAGAZINE.COM JUNE/JULY 2020

settings better than you can on the head unit because you can see them clearly. This functionality is built into most stereos so it’s offered as standard or is available for a minimal premium.

GREAT DIRECT USER INTERFACE

You don’t have to have a full MFD to get a better interface. Many heads now include a large, color, sunlight-readable screen. Some are even touchscreens for intuitive operation. What’s more, large screens have been integrated into a smaller footprint like the JBL PRV275 receiver, which is only 3.5 inches around but has a

There are also numerous ways to control your stereo, which add versatility. Small wired remotes can be installed in different areas including aft near the swim platform, forward at the casting platform or within reach of the dining table so you don’t even have to get up from your happy hour to change tracks. Complete water resistance has opened up the options in where to install these units and simplified wiring has made them fairly intuitive to add. If you’re not up for a wired remote, you can also control most stereos with your smartphone via Bluetooth so you can take your personal playlist anywhere. To take it a step further, Fusion even introduced built-in WiFi streaming on their Fusion Apollo RA770 that interfaces with ApplePlay.

DIGITAL SIGNAL PROCESSING (DSP)

By far the hottest trend now is Digital Signal Processing, which touts having the utmost in quality sound. Sound is an analog phenomenon, which doesn’t travel very efficiently. DSP converts analog audio signals to a digital stream that can be transmitted, stored, and modified more efficiently and with greater quality. DSP basically allows you to hear the very high and the very low ends of the spectrum that is often lost in an analog system. The result is a clearer, more comprehensive sound. Fusion came up with this at the stereo head. Boat builders can optimize the sound and speakers to the design dynamics of each model so the stereo is perfectly tuned right from the factory, but if you want to change the settings it’s possible to do so via some stereo heads. Of course, it helps if you’re an audiophile when you get into the weeds with these advanced features. Fusion

adds that if you mess it up, there’s a reset button that takes everything right back to the manufacturer’s settings.

VIDEO INPUT

These bold and beautiful screens lend themselves to numerous creative uses. For example, the Harman INF PRV-315.2 has video input.

What can you do with that? Well, you can install a waterproof camera on your transom to help with docking in reverse or for watersports so you can see that the wake surfer behind the boat is safe or whether the boarder has fallen. You can even connect one to a camera in the live well to keep an eye on your bait.

GRINDING GRID’S GEARS

Houston, we have a problem. RECENTLY I WAS CALLED to a customer’s home to check the steering on his RIB. I wasn’t aware he’d bought a new trawler, but right up on the upper deck was his ready-to-ride RIB. (Note to self: offer discount to boat owners with elevators).

I tried turning the steering wheel. Bless his little ol’ heart, he hadn’t gone Superman on me and tried with all his might to wrench the wheel loose, breaking the cable. Normally freeing the steering on a boat is easy: Hold pressure turning the steering wheel and tap the end of the cable with a maul, all the time spraying Kroil or WD-40 on the outside of the steering shaft. Then retract the steering ram, remove the starboard zerk fitting and using a smaller bit drill, drill through the tube. Use a ¾” tube wire brush to grind out all the rust, reinstall the ram, tighten the attaching nut, retract the ram as far as you can and grease both fittings. When you extend the ram as far as you can, there should be a film of grease on the ram. Retract it, grease again and you’re done. Whoops! Turn the steering so the engine is straight…now you’re done! “Houston, we have a problem.” What I’m about to say applies to all boats except those like the Carolina Skiff’s open hull type. Boats are built in two parts, top and bottom. The top (deck) is built upside down, with the steering cable and wiring harnesses strapped along the underside. The bottom (hull) has the fuel tank and hoses, bilge pump and hoses, battery tray, washdown pump and hoses, engine and outdrive (if it’s an I/O). Somewhere along the assembly line the deck is flipped over onto the hull and the two parts permanently joined. (I have a boat myself, a used Wellcraft 195 from the late 90s. It’s ready to do whatever we want if we ever find the time to go boating. In the meantime, my main costs of ownership are my dry storage on my trailer and insurance.) No matter how much I like our boat, it shares the same malady with the others: there has been no communication between the builders of deck and hull because pumps are recessed under molded in battery trays; the access port to the fuel sender is off by

3”, just enough so one can’t use a screwdriver to get to the 4th and 5th screws; wiring harnesses, steering and control cables are neatly strapped together, run through a tube to the 90-degree corner at the stern, then a little “S-wiggle” to exit above deck into the engine. In the case of the RIB, a beautiful addition with an electric crane to lower it, that was just one of the problems. This owner prided himself on the way the boat looked as a whole (don’t bother with jokes). The RIB stayed where it was for all photo ops. The day he called me to fix his steering was the first time he’d tried to use the boat in five years, and of course there was a cruise the following day he needed the RIB for. If I’d been able to free the steering, the

carb would have been removed for cleaning (according to the rotten fuel smell) and to be safe, the water pump replaced. In my dreams, maybe an 8-hour job. Nope, he said,” gotta find somebody cheaper and quicker.” I know I’ll be castigated for this, but a boat is just like a car, home, or a beautiful lady: the more that’s hidden, the higher the costs of maintenance and ownership. Ask the salesman for procedures and labor costs for replacing the steering, remote control cables, bilge pump and anything else you can’t see—starters on I/Os, outdrive service under a stern platform, etc. Unless you have unlimited discretionary income, that knowledge will be instrumental in your boat ownership.

SEAMAGAZINE.COM JUNE/JULY 2020

DOCK BOX

By SEA STAFF

1 1

Buoy Marker Light

VHF Radio

ACR Electronics

Vesper Marine

ACR Electronics launched their new SM-3 Automatic Buoy Marker Light, a high-intensity LED strobe that provides brighter light in all directions to mark a crew overboard location. Lightweight, compact and durable, the SM-3 provides 360° visibility for 2 miles. The light automatically activates in the water and rights itself to float upright in all conditions. It will strobe for over 24 hours on two AA lithium batteries and weighs under one pound. This light was designed for commercial duty but if you’re offshore and want the same kind of protections as the big boys, here you are. acrartex.com

Vesper’s new Cortex V1 combines VHF communications with AIS (automatic identification system). The unit is a wireless touchscreen handset with a built-in Class B smartAIS transponder that helps with collision avoidance. Now you can respond to a collision alert by touching the vessel on the screen and pressing “call” to initiate a DSC call. The IPX7 handsets provide up to 85 dBA of audio and feature dual-watch, favorite channels and one-handed operation via the click-wheel. Their wet and glove-touch-capable touchscreens have optically bonded Gorilla Glass for durability and wide angle viewing in sunlight. You can connect up to 10 onboard handsets and get clear voice commands on what to do in case of an MOB or impending collision. vespermarine.com

$xxx (the SM-2 is $123.95??? 2

Topcoat Awlgrip Products Looking to pretty up your boat for the spring? Why not have it painted with Awlgrip’s new HDT high-gloss topcoat? Durable and repairable, this new high definition polyurethane exceeds expectations in depth of image, extended gloss retention and hard finish that resists micro-scratching. While traditional high gloss polyurethanes require high VOC content to attain a premium finish, Awlgrip HDT is VOC compliant in all 50 states. Truer and more vibrant colors may be yours if you visit the boatyard since HDT is for professional application only. awlgrip.com

$480/gallon

SEAMAGAZINE.COM JUNE/JULY 2020

Air Conditioner Dometic Dometic’s new air conditioner allows boaters to travel the world knowing they can plug their boats into shore power anywhere without voltage-regulating devices. With a new compressor, the Turbo Global works on 200-240 volts at either 50 or 60 hertz and is available for 6,000-18,000 BTU units (both self-contained or split-gas). Dometic worked to ensure that amperage and sound levels were consistent with their other chillers so distance cruisers can pull in anywhere, plug in and stay cool. dometic.com

$1,799

$2,700 10

Send new gear to STEPHANIE@SEAMAG.COM

Alternator

HoseCoil Side Mount Enclosure

Integrel 5

Nigel Calder’s 9 kW “alternator on steroids” called Integrel (Intelligent Generation of Electricity) combines components including a 5-inch touchscreen and a sophisticated black box control unit to optimize diesel engine loads. The theory is that 90% of the time, a boat’s propulsion isn’t fully loaded by the propeller so why not harness that energy for later use? The Integrel uses less space and fuel, and reduces purchase, operating and maintenance costs over traditional charging installations. Calder estimates it represents up to 25% fuel savings. integrelmarine.com

$10,000 6

Watermakers FCI Watermakers

FCI has combined a number of their outstanding features into one new compact watermaker package. Now you can have a watermaker and a spot-free wash-down all in one solution with one-button operation. Choose between three modes: Seawater (seawater to purified water), Double-pass (seawater to spot-free wash-down), or Dockside (municipal water to spot-free wash-down). Customize the system for easy operation. The included carbon and sediment pre-filtration system optimizes membrane life resulting in less maintenance and lower operating costs over time. In fact, the system saves up to 40% on initial equipment cost and 50% over the installation cost of multiple components. fciwatermakers.com

Ocean Equipment Washing your boat doesn’t have to mean fighting with a hose. Ocean Equipment just launched a nifty way to carry a 50-foot hose that stows in a compact thermoformed enclosure, which mounts neatly on a vertical bulkhead just about anywhere. The enclosure withstands UV and saltwater exposure and won’t fade or crack over time. The unit is designed to connect directly to your existing pressurized water system or raw water washdown pump and an expandable hose triples in length when pressurized. Now you can reach from the cockpit to the flybridge and never do the hose dance again. oceanequipment.com

$140 8

Camera FLIR The M300C Single Payload HD Visible Zoom Camera delivers safer navigation through improved image stabilization using an integrated attitude heading reference system (AHRS) sensor, that provides captains a steady view in rough seas. The M300C has a high-definition, color, low-light camera with 30X zoom. FLIR seems to be positioning these cameras at first responders and professional mariners so you can have peaceof-mind that you’re getting the best when coming into a new harbor at night, boating offshore in fog or in case of an MOB. flir.com

$6,495

$31,192

SEAMAGAZINE.COM JUNE/JULY 2020

SEA TRIAL

By ZUZANA PROCHASKA

PRESTIGE

420 FLYBRIDGE

A major makeover for the new baby of the Prestige family leaves a favorable impression. boatbuilding under its belt, Prestige Yachts has succeeded in creating a boating dynasty of sorts and for good reasons. The builder offers good value, refreshes its line often and listens to its customers. That last part is especially evident in the newly-launched Prestige 420. The entry point into the Prestige line, the 420 is technically a revamp since there was a 420 introduced just five years ago. However with this model, the French builder started with a clean sheet and this change isnâ&#x20AC;&#x2122;t just cosmetic. The new 420 is longer, beamier, and a little heavier, and she offers a new hull, deck, interior layout and propulsion package. Kudos to Prestige for making the changes comprehensive as well as impressive.

WITH THREE DECADES OF

12 SEAMAGAZINE.COM JUNE/JULY 2020

ON DECK

On test day, six of us piled aboard to check out all that the new 420 has to offer, starting with the wide (hydraulic optional) swim platform that will make a fun teak beach to play on or a great place to stand when working at the optional outdoor galley that’s integrated into the transom. To starboard, there’s an optional passerelle. Below the galley is large stowage also accessible via the transom seat above, and to port is the gate that leads to the cockpit where you’ll find a table and an L settee. That’s a lot to pack into the back end of a boat. Steps on the port side of the cockpit lead up to the large flybridge. Due to space constraints, the steps are fairly steep, more like a ladder. Once up through the hatch, you’ll notice an L settee to starboard just behind the optional outdoor galley with a sink, refrigerator and electric grill. Forward of that is a double sunbed with lifting headrests, which turn the lounge into companion

A primary driver for this model’s rejuvenation was the interior layout. seating for two. The helm is to port with a single bucket seat that would benefit from better ergonomics. Of course, when the boat is running under autopilot, the captain can keep a lookout from the comfy adjacent lounge. Visibility forward from the helm is good and it’s easy to communicate with crew on the bow. When backing, you can peak down to the port corner via the staircase hatch. Unfortunately, the starboard side is obscured, so when docking, it will be easier to drive from the inside helm below. There’s a choice of a canvas bimini or a hardtop, the latter being the most popular option in the US. Below, the main deck layout is symmetrical so you can walk to the bow on either

side of the cabin. The bulwarks and railings are high and there are plenty of handholds along the cabin top for safety. On the bow, you’ll find a triple sunbed just aft of the anchor locker. It’s nice to see ample space forward of the lounge because sometimes it takes a bit of maneuvering room to catch a mooring or manage the anchor.

INTERIOR IMPROVEMENTS

A primary driver for this model’s rejuvenation was the interior layout. Prestige’s trademark is a dedicated set of steps to the master stateroom aft, which creates separation and a perception of privacy. However, the designers realized that this works better in models 52 feet and up. Below that mark, having two sets of stairs, one for the master and one for VIP cabin, just makes the interior feel cramped. So the new layout includes shared stairs forward, which bring you to a landing from where you can choose to go forward to the VIP or aft to the master. SEAMAGAZINE.COM JUNE/JULY 2020 13

The new Prestige 420 Flybridge features a wide swim platform (hydraulic optional), large stowage and optional outdoor galley (with a sink, refrigerator and electric grill). The interior layout has also been rejuvenated, compared to previous models.

The new 420 is offered standard with two cabins and one head. Our test boat featured the optional second head on the landing to starboard, which replaces a walk-in closet and an optional washer/dryer combo. This second head has a separate door to the forward cabin and also serves as the day head, leaving the owner’s ensuite in complete privacy. The master is full beam with luxe touches like a vanity desk with mirror, opening ports in the hull windows and a backlit headboard. The VIP cabin is in the bow with a centerline island bed and lots of stowage. It is spacious, SPECS light and airy thanks to the opening side ports as well as the overhead LOA: 42’ 10” hatch. For anyone even the slightest bit claustrophobic, this cabin may Beam: 13’ 5” Draft: 3’ 7” be the best option for the master. Displacement: In the revamp, the 420 retained her Prestige roots, including the 28,903 lbs. (full load) expansive salon windows that provide excellent sightlines even when Fuel: 309 gallons seated at the U-dinette to port. The interior helm is to starboard and Water: 87 gallons has a single bench, an opening side window for communications with Engines: 2 x 380 hp anyone on the deck or dock, and leatherette trim that looks good and Cummins V-driven (upgrade to 425 hp) helps cut down on windshield glare. The electronics package includes Base Price: $925,000 twin Raymarine displays just ahead of the joystick outboard. Visibility as tested is good in all directions including aft. The galley is in the port corner, which is a layout option that’s become popular on many brands simply because of the sociability of this placement. It ensures that the chef can serve both the salon and the aft cockpit, and also stays part of the conversation. It’s a fairly compact space and doesn’t have a great amount of stowage but it’s perfectly adequate for weekending or even extended coastal cruising. The standard stove is a two-burner gas model but you can opt for a ceramic cooktop. There 14 SEAMAGAZINE.COM JUNE/JULY 2020

D E TA I L S Standard Equipment: Twin 380 hp Cummins, sunbeds with adjustable headrests, two-burner gas cooktop, 7.6 kW genset, 32,000 BTU A/C, 123V electric windlass, electric head, swim platform, grey oak, interior cushions, microwave/stove/refrigerator, and more. Optional Equipment: Cummins 425 hp engine upgrade, hydraulic swim platform, Raymarine electronics package, custom hull colors, aft cockpit retractable sun awning, second head, flybridge galley, transom galley, underwater LED lighting, washer/dryer combo, and more. Builder: Jeanneau/Groupe Beneteau, Les Herbier Cedex, France; jeanneau.com. West Cost Dealers: Sun Country Coastal, Newport Beach, California; (949) 791-6100; suncountrymarinegroup.com.

is a counter-height front-loading Isotherm refrigerator but our test boat had the optional twin refrigerator drawers. Keeping the fridge unit low improves the driver’s visibility when backing. There’s nothing entry level about the 420’s finish. Ample use of sound attenuat-

aft for a shallower draft. The larger engines have plenty of kick. We were up on plane at 16 knots in just about seven seconds. The 420 has joystick control, pairing her engines with a bow thruster. The variable speed thruster is sized for boats up to 60 feet so it has ample power to keep up with the

Prestige Yachts has succeeded in creating a boating dynasty of sorts, and for good reasons. The builder offers good value, refreshes its line often and listens to its customers. ing fabrics and leather wraps keeps the boat quiet and the greige color palette and lots of indirect lighting add a contemporary flair.

PERFORMANCE

The Prestige 420 has a completely new propulsion package. Instead of the previous IPS drives, there are twin Cummins QSB 6.7 liter 380-hp diesels. Prestige used V-drives instead of straight shafts in order to pull the engines aft in the hull and therefore create more living space. Our test boat had the upgraded 425-hp engines, which topped out at 31 knots and 3050 rpm at wide-openthrottle. The hull has a sharp V-entry to cut through chop easily and propeller tunnels

engines, especially when moving sideways in close quarters. This eliminates the problem of the boat twisting rather than moving sideways in a straight line so you can feel like a docking pro right out of the box. Fuel tankage was upgraded in the redesign by about 20 gallons so the new 420 carries 309 gallons in two tanks. That means she can cruise at 22 knots for 200 nautical miles, which is plenty for gunkholing up and down the coast or heading to Catalina. In the hundreds of sea trials I’ve done, there have been some interesting experiences, including running out of fuel and being followed by a shark. However, this was

my first time I’ve gotten boarded for a USCG inspection. I think the young guys were just bored and saw an opportunity to check out a nice yacht. We passed even though the brand new boat had just come out of a boat show with the barest of necessities.

THE BENEFITS OF FEEDBACK

In the new 420, Prestige has created a compact owner/operator coastal cruiser that has clearly taken into account owner and dealer feedback. The superyacht-like second staircase to the master works, but not in models of this length so the builder changed things up. Prestige has always demonstrated its willingness to listen, which may be why it is celebrating its 30th anniversary in the business. Additionally, in the redesign, Prestige didn’t just stop at the interior layout. The designers re-thought the whole concept while still retaining the Prestige DNA. At $750,000 for a base version, it’s one of the most affordable 42-foot flybridge models on the market. Our test boat was significantly upgraded for an additional $175,000. The 420 may be the baby of the Prestige family but she presents like a much larger cruiser, ready to entertain and impress all who step onboard. Chances are she’ll make an impression on you too. SEAMAGAZINE.COM JUNE/JULY 2020

FEATURE

A SCARY RIDE DOWN CA N A DA’ S LONGEST RIVER CRUISING AMENITIES I WILL NEVER TAKE FOR GRANTED AFTER A TRIP DOWN THE MACKENZIE RIVER BY PETER A. ROBSON

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arry Graf and I were drifting 10 feet of water in a finger of “deep” water that emptied from the massive Mackenzie Delta into the Arctic Ocean. The warm, sunny blue sky contrasted sharply with the muddy brown water. I took off one of my shoes and socks and dipped my foot in the 56-degree ocean. It was one of the most rewarding moments of my life. We shared high-fives, whoops of joy and some photos. We were both wearing silly grins of happiness and accomplishment. It was an enormous relief just to be alive. Six months earlier, Graf, founder of Washington-based Aspen Power Catamarans had approached me with the idea of taking his prototype 34-foot outboard powered catamaran 1,200 miles down the Mackenzie River. He wanted to prove his boat’s capabilities and also do something really adventurous. I thought it was a weird idea. The Mackenzie flows north through one of the largest wilderness areas in the world. It is frozen solid from October to May. During the ice-free months, pleasure vessels—other than the occasional canoeist—simply don’t “do” the river. The river has strong currents, a constantly shifting bottom and is only navigable by vessels with a maximum draft of just over four feet. The only commercial vessels are a few tugs towing barges that deliver equipment and supplies a couple of times a year. The

Left: Larry Graf (on right) and Peter Robson (on left) Below: Larry Preparing for launch

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East channel south to Inavit; navigation would be a challenge!

few small isolated, mostly Inuvialuit and Gwich’in native villages, are typically hundreds of miles apart, many without road access. In between there is little evidence of mankind’s presence. More black, grizzly and polar bears, along with caribou and muskox, inhabit this region than humans. Hungry hordes of biting insects can reportedly drive a person insane. Sound like fun? Despite all the dangers, I, like Graf, felt the need of another big adventure and this would certainly fit the bill, so, I signed as crew. It would just be the two of us. THE BOAT Graf’s 34-foot Aspen was ideal for the expedition. Unlike other catamarans with both hulls the same size, Aspen’s full displacement power catamarans, capable of speeds of up to 30 knots, are unique in that they are proas, with one hull 35 percent narrower than the other. This slim profile requires less propulsion (and therefore less fuel) when compared to a regular catamaran—and about half of a similar-size planing monohull. Excellent fuel economy would be vital because there was no guarantee we would be able to obtain fuel at the few tiny communities on the river. Our fuel economy would be slightly reduced by the more than a ton of spares and emergency equipment, but with a combined capacity of 170 gallons in the main tanks and jerry cans, we estimated we could travel 300 miles at about 16 knots. Our shallow draft was also crucial. Our draft would be 31-inches with the outboards fully down and 21-inches at half-tilt. The redundancy of twin outboards was another plus. The Aspen was equipped with a 200 hp Yamaha on the wider starboard hull

This undertaking would be more camping than luxury cruising

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and a 70 hp Yamaha on the narrower port hull. Lastly, Aspens are designed with what Graf describes as a soft-lift suspension system. The two knife-like, hulls generate 1,170 pounds of buoyancy for every inch of immersion below the resting waterline. This gently lifts the boat as it passes over and through the waves. On a shallow, fast flowing river—especially in strong windagainst-current situations—we could expect short, steep waves and a significantly more comfortable ride than a monohull on the plane. Our Aspen was an open, center-console model with a Bimini top and radar arch. To equip it for our adventure required a number of additions. A galley/seat module was designed and added aft of the two helm seats. A head was built into the port hull. We’d sleep on the two linear settees in the bow, behind the chain locker and windlass. A low-slung canvas cover was fitted over the sleeping area to keep us dry and protected from biting insects (but not so much from bears). This undertaking would be more camping than luxury cruising. Below left: screen shots Artic Adventure map; Garmin chip map

The idea was to tow the boat 1,200 miles north from the Aspen factory to Canada’s Great Slave Lake. We’d launch, say our prayers to the river gods and hopefully make it to the Arctic Ocean in eight or 10 days. It wouldn’t be a leisurely cruise as Graf wanted to be on the move every day, stopping only to refuel and to sleep. We knew navigation would be a challenge. There are no electronic charts for the river. Our only aids consisted of a depth sounder, 26 paper charts and a 10-year old Garmin Topo map chip for our plotter. It showed only the outline of the shore and islands as they were at that time (but was the best available option) and it would at least allow us to lay down a GPS track.

Below: on the road, good shot of draft, Above: launching boat (at Ft Providence) and helm shot

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Above: shot of river, fueling, Below: We could 'scroll down the river' using the DIY chart roller

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UNDERWAY After three days on the road, we crossed the Mackenzie’s only permanent bridge at Fort Providence. Below us the wide, muddy,

whitecapped river appeared a powerful and intimidating force. A storm that had produced gusts to 60 knots the previous evening was still honking upriver at more than 20. I didn’t want to be here. The river was ugly and menacing. I was stuck here in the middle of nowhere, and I couldn’t bail out. We launched the Aspen safely and, cringing at the constant bumping of our outboards on the rocky bottom, we mounted the canvas and loaded our gear. At 4:30 p.m., after putting the truck and trailer into storage, we cast off. Like it or not, we were on our way. Locals instructed us to head straight out from the launch ramp, then make a right around a red can buoy into the main channel. Sounds easy, but before we got to that channel, we found ourselves in less than three feet of water twice and were forced to tilt the outboards— wide eyed and unnerved—and guess our way into deeper water. It was a worrying beginning. Once in the main channel, we breathed a little easier and began to follow the cans downriver. For eight days, we were severely challenged by the dangerously shallow and shifting river. It was almost impossible to find a protected overnight stop, and when we did, we were conscious of visits by bears. We were always anxious about our fuel situation and of course there was the constant fear of running aground and being stranded. Tension over the many potential dangers was a constant all day every day and never allowed us to fully relax. We made it 50 miles that first evening and tucked into a backwater just out of the main flow of the river. Here we reorganized our piles of gear and spares. Prior to the trip, the 104 lineal feet of river charts had been trimmed, taped together and mounted onto rollers inside a box with a Plexiglas lid. This would allow us to “scroll” our way downriver. This is the only practical system for river tugs and the Coast Guard. We soon settled into a routine. Graf would drive while I’d stand behind him at the dinette studying the paper charts. I’d shout out and point to where to expect the next buoy. When confident of the depth and our course, we’d travel at about 20 knots, with the aid of an average 3.5 knots of current. Although the temperatures were mild, travelling at 20 knots with a frequent 20-knot headwind forced us to bundle up in our heaviest gear— including wool hats and gloves. At times we were flying downriver and careening around the buoys so quickly, it was like skiing a slalom course—never knowing when the snow would run out. One moment we’d be in 30 feet of water and the next we’d be in eight feet. We had to constantly scour the horizon with binoculars to search out the next red or green can—often miles apart—or to spot range markers. Each morning we’d get up, eat breakfast (cereal and

sometimes an egg or two), get underway and spend up to 10 hours on the river. When we’d had enough, we’d look for protection alongside the main stem, behind a sandbar or shallow island or, on occasion, tucked inside a river mouth. Boat chores, a simple dinner—ham and potato salad became staples (we didn’t want to cook meat as that could attract bears), a cocktail, some conversation, then coat ourselves with bug spray, light a citronella candle in the bow shelter than climb in and wonder if we would have any nocturnal visitors. However, near the Arctic Circle, there is no real night. We were in the land of the midnight sun. Navigation was the most challenging and dangerous aspect of the journey. There are 700 or so unnumbered can buoys on the river and many are half submerged and trailing frothy white wakes from the unceasing current. Our paper charts were of limited use as they only showed the position of the previous year’s buoys. Those buoys are removed before the river freezes and reinstalled after the ice melts. Placing and maintaining the river’s navigation aids is a daunting, almost impossible job for the two shallow-draft Coast Guard buoy tenders that work the river heroically. Because the river channels are constantly shifting due to siltation and scouring, each spring they must first find, then buoy that year’s deepest channel. Throughout the season, they must reposition the buoys as the channel changes and also replace buoys that break free or are dragged out of position by debris. This means that the channel shown on paper charts can differ significantly from the actual buoyed channel. This isn’t a real problem as long as the new channel is buoyed. The most dangerous section of the river is the Sans Sault Rapids. The sailing directions advise that they should only be navigated with extensive local knowledge. More than 20 people have died here. However, we white-knuckled it, slaloming through the well-marked channel safely. The river levelBay must haveSan been ideal Shallow in the Juan Islands the bestand as the two- to three-foot rapids were outside the delivers main channel around, this photo to not quite as frightening as we were sunsets expecting. It isasinteresting and countless others can note that in high current areas such as this (where the current runs attest. to about six knots), the underwater portion of the buoys are torpedo shaped in order to lessen their resistance to the powerful current. For the most part, we found the scenery along the river to be almost endlessly the same; low and monotonous and lined with willow and spruce. However, at times high bluffs and distant blue-tinted mountain ranges framed the river. The most dramatic scenery was at The Ramparts. Here the entire river, which is up to

Above: Starting off the day with a hearty breakfast. On lookout, constantly scanning. Checking charts to confirm our course. SEAMAGAZINE.COM JUNE/JULY 2020 21

Fueling up

e were lucky in that we were able to obtain enough fuel to make it the entire way—though getting it was interesting. Due to the river freezing, there are no permanent docks. Steel-hulled supply barges are simply pushed onto a community’s gently sloping beach. Twice we too were able to drive our boat up onto the beach (protected somewhat by stainless keel shoes) to fill our jerry cans. Thankfully, there was always a local with a pickup truck who offered to drive us. At the larger communities of Fort Simpson (pop 1,200) and Norman Wells (pop 775) we were able to organize tankers to deliver gas shoreside. Seeing a relatively large, modern pleasure boat always drew a crowd. The locals must have wondered about those two crazy white guys. Larry Graf and Peter Robson, two crazy white guys

SEAMAGAZINE.COM JUNE/JULY 2020

four miles wide in places, is funneled down to just over 500 yards. It runs through a sevenmile-long vertical-walled canyon hemmed in by striking 200-foot-high limestone cliffs. Despite the strong current there was plenty of depth, so navigation was thankfully straightforward. After the rapids and The Ramparts, the bottom structure transitioned from mostly rock to mostly silt. The winding river was about two miles wide and the narrow, charted channel had us almost continuously crossing from one side to the other. Outside the narrow channel the charts showed a maze of low-lying islands, sandbars and shallows, often with marked depths of less than three or four feet. It was here where things started going sideways. At times, we’d be steaming along in the channel and suddenly there would be no buoys in front of us. Once the shallow water alarm started screaming, we’d be forced to stop, backtrack and hunt for deeper water. We’d tilt up the outboards and scour the horizon, hoping for some hint of a navigable path back across the river. We’d be forced to “feel” our way across the river, backing then going left or right while trying to keep in at least four feet of water. Our biggest fear was being swept sideways onto a shoal or sandbar, pinned in place by the unceasing current, stranded with little hope of rescue. When we did spot buoys, we could not always be confident of their position. At times, we’d spot one only to be forced to come to a sudden halt when we realized it had drifted out of position and was aground or in too-shallow water. We even came across red and green cans tangled together. If we weren’t wearing gloves, we’d have bitten our nails down to the quick. The odds were stacked against us for the two days we ran this stretch of river, but someone up there must have been looking out for us. As an aside, the Coast Guard buoy tender, Eckaloo, which we’d met up with earlier, had warned us what to expect. They were in the process of repositioning the buoys in this troubling section of river, but they were a day or two behind us. On day seven, we made it to Inuvik, the largest commercial center in the north, with a population of just over 3,000. Here we were informed that the channel through the winding maze of the Mackenzie Delta had not yet been buoyed by the Coast Guard. This almost forced us to end the trip here. The route on the paper charts

We'd be steaming along a channel and suddenly there would be no buoys.

Tiny Villages

he smallest villages we stopped at, Wrigley, Fort Good Hope and Tsiigehtchic had populations of between 120 and 500. Other than the occasional pick-up truck driver passing by, they seemed almost deserted; we never saw more than a handful of people. Each was dominated by an aging white-painted church with a tall spire, an eclectic mix of housing and the essential Northern Store which has its roots back in the fur trading days. Without industry or commercial activity, there are few jobs in these villages, and many must rely on hunting and fishing to survive.

Patent No. US 8,109,221 B2

looked to be almost impossible without any aids, and we’d already come far too close to disaster. We attempted to hire a guide, without luck. Fortunately, at the last moment, a local tour operator emailed us a screen shot of his route. So, on day eight, we set out on the final 90-mile run to the Arctic Ocean. Although we almost grounded several times, we were delighted to pass north of the tree line where we were surrounded by lush, green, flat tundra. A few patches of snow remained in the shadows. We strained to see polar bears, but they were elsewhere. So much could have gone wrong over the past eight days while we raced downriver at 20-plus knots through one of the world’s largest wilderness areas. However, we’d made it 1,200 miles without grounding or equipment failure, and the Aspen proved itself, answering to everything we asked of it. The trip back upriver would be much easier as the autopilot would be set to follow the track we laid down on our trip downriver. One thing for sure, it was a hell of an adventure!

The Efficiency of Proa Asymmetry

The bold advantages of Aspen set us apart, and result in a better boating experience. The patented hull provides better fuel economy, smoother ride, natural stability, reduced emissions, and more interior space. Models range from 28’ to 40’, and each Aspen is custom built to order, you always get exactly what you want. Call today to schedule your tour.

HANDCRAFTED IN THE USA WWW.ASPENCATS.COM | 360-668-4347

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LAND, WHOA! F E ATU R E

RUNNING AGROUND ISN’T THE END; IT’S THE BEGINNING OF A PROCESS TO GET THE BOAT FREE AGAIN.

B Y C A P T. F R A N K L A N I E R

very boater will experience it sooner or later, that stomach-clenching feeling of arrested forward motion during a “draft exceeds water level” event (aka grounding). What the captain (and crew) do immediately after a grounding can make the difference between a barely noteworthy discussion at the yacht club or a harrowing tale on par with the “Poseidon Adventure.” While every grounding will have its own nuances to deal with, the following tips should help in most any situation.

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“The first thing to do after a grounding is ensure everyone is OK,” said New York-based Capt. Joseph Frohnhoefer, Sea Tow’s CEO.

“A SUDDEN STOP WHEN RUNNING AGROUND CAN SEND PEOPLE AND OBJECTS FLYING.”

Action Plan (Before It’s Needed) You may be able to use a dinghy to survey the water around the boat.

Trying to decide what to do after you’re grounded wastes time, which may be running out if the tide is falling or if other circumstances — weather, waves, etc. — can worsen the situation. Quick, decisive action may save the day and leave only a few scratches on the hull and your ego. When developing a plan, consider not only any extra items you may need, such as easily portable anchor and rode, but also the type of boat you have. A full-keel sailboat, for example, is less susceptible to damage than a powerboat whose props and rudders extend below the hull. On the other hand, sailboats with a centerboard might be freed simply by raising the board. If your boat is more likely to experience damage when grounding, or while trying to unground it, your plan needs to take that into consideration.

Consider this grounding checklist when developing your action plan. > CHECK ON PASSENGERS AND CREW. “The first thing to do after a grounding is ensure everyone is OK,” said New York-based Capt. Joseph Frohnhoefer, Sea Tow’s CEO. “A sudden stop when running aground can send people and objects flying.” > SECURE THE ENGINE. Place the engine in neutral (or drop all sails) and inspect the bilges to see if the boat is taking on water. Capt. Frohnhoefer recommends shutting the engine off. “This will prevent the engine from sucking up sand and mud, etc., which could lead to overheating. Also, depending how you are aground, your engine’s cooling-water intake may be above water.” > CHECK FOR DAMAGE. Try to determine if the boat has sustained damage to the hull or running gear, paying particular attention to stuffing boxes and through-hulls. Even in the absence of readily apparent damage, monitor the bilges once the boat is ungrounded, while it’s underway and when it’s back at the dock.

> CHECK THE BOTTOM TYPE. Knowing what you’ve grounded on — rock, soft mud, hard sand, coral — will help determine the best course of action to free the boat. If you’re not sure, bottom information can be found on charts or possibly determined by scooping up a sample with an anchor. >VERIFY THE TIDE. Knowing the state of the tide is crucial after grounding. A soft grounding during a rising tide may mean the best option is simply to wait. Grounding on a falling tide means you’ll have less time to extricate yourself before the water level drops.

>Tidal and current flow information is broadcast on VHF weather channels and is also readily available on most modern chartplotters. Observing current flow and tide lines ashore or on a fixed navigational aid are good ways to check the local state of the tide. Tide and current apps exist aplenty for tablets and smartphones. > LOCATE DEEPER WATER. “Figure out why you ran aground in the first place. Many people run aground and get themselves refloated, only to run aground 30 seconds later,” Capt. Frohnhoefer said. “Take a few minutes to consult a chart, a chartplotter, look at the buoys, etc.” > DON’T AUTOMATICALLY ASSUME DEEPER WATER IS BEHIND YOU. If you’ve grounded on a shoal or reef, the closest deep water may lie in front of you. In some areas you can read water depth by color, but in less clear waters, quickly take soundings around the boat using a lead line or maybe a long boat hook. You may be able to use a dinghy to survey the water around the boat (outfitting it with a fixed or handheld depthsounder will be a big help).

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Owners of twinengine boats can try to spin the bow by placing the engine closes to deeper water in reverse and powering off

Powering off

Attempting to power off the obstacle is probably most boaters’ first reaction immediately after grounding. Before using your engine to power off, however, make sure it’s pumping water. Verify the intake is cleanly in the water and isn’t sucking up sand, mud or other gunk from the bottom. Keep an eye on the temperature gauge and make sure water is flowing freely from the exhaust. If the boat gently slid onto a shoal bow first, you may be able to power off in reverse — back the way you came — until you reach deeper water. Moving passengers from side to side or swinging the rudder from port to starboard while backing down may roll the boat enough to break it free. Owners of boats with twin engines can alternate bursts of throttle between port and starboard engines while reversing, which should amplify the side-to-side motion. Always check the boat’s orientation before trying to back off. It could have spun around after it hit bottom or the effects of wind and tide could have its stern angling toward shallow water instead. If the boat struck the shoal at an angle, you may be able to power off by turning the rudder hard toward deeper water and throttling up in an effort to spin the bow back toward it. Owners of twin-engine boats can try to spin the bow by placing the engine closest to deeper water in reverse and the other in forward — just be sure the props are clear of the bottom. If the boat’s running gear extends below the keel or could be touching bottom in any of the situations mentioned here, you’ll want to try other tactics to minimize damage. Depending on wind speed and direction, sailboats may be able to heel the boat over by hoisting the main. Heeling reduces draft and breaks suction, which, when combined with the thrust of the engine, may do the trick. 26

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Float Your Boat

When considering what action to take after a grounding, keep the sage advice of Hippocrates in mind: “First, do no harm.” For a hard grounding, one where you’ve struck a reef or a rocky bottom and sustained significant damage, staying put until professional help arrives is typically the best approach. Freeing a damaged boat could easily result in it sinking once it reaches deeper water. For soft groundings with little or no damage, the following four tactics may help get you afloat.

Drop some pounds How about a lift? If it’s safe to do so, load people or heavier items into the dinghy, which often reduces a boat’s draft enough to free it. You can also reduce weight by emptying the water tanks or using a dinghy to ferry items ashore. Sometimes, simply launching the dinghy can make the difference. Another option — make sure conditions are safe enough to allow it — is to let passengers or crew enter the water, both to reduce weight and possibly unground the boat by giving it a good shove. “You may be able to simply move weight forward and reduce the draft aft,” Capt. Frohnhoefer said, “and if you’re lucky, then be able to push the boat off. But under no circumstance should you use the engine while people are in the water.”

You may be able to use wave action or the wake from a passing boat to lift the boat clear enough to power it into deeper water. The trick is timing bursts of the throttle in the right direction as the boat lifts clear of the bottom. For this to work, you have to know where deeper water is and running gear has to be clear of the bottom. This method should not be used if the boat’s aground on a hard or rocky bottom.

Use the dinghy to ferry out the anchor, and try to winch the boat free.

Load people or heavier items into the dinghy, this may help reduce your draft.

BUILT TO EXCEL. !

Two More Tips

Capt. Frohnhoefer provided the following additional tips for anyone who runs aground:

Trim up engines, outdrives, trim tabs, etc., to reduce the boat’s draft and reduce the likelihood of further damage. This sounds odd, but you should put out the anchor when you run aground. Try to safely get the anchor as far away from the boat as possible in deep water. Then place as much strain on the anchor line as possible. This will prevent wakes and current shifts from Kedging involves setting an pushing the boat any farther aground. anchor in deeper water, then trying Deploying an anchor may be the to winch the boat free, typically in difference between floating off at the conjunction with thrust from the next high tide or facing a much more engine. It’s easier with smaller boats, in-depth removal process. because you can easily throw a small anchor toward deeper water, but is more difficult with larger vessels that have heavier ground tackle. In this case the safest deployment method is often using the dinghy to ferry out Whatever your action plan, personnel and vessel safety the anchor.

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should be paramount. If there are extenuating circumstances such as approaching darkness or deteriorating weather, don’t hesitate to call for professional help. This is the time that a service contract with a professional towing company, such as Sea Tow or BoatUS, is invaluable. If a life-threating situation exists, such as the possibility of sinking, don’t hesitate to request assistance from the U.S. Coast Guard. While the Coast Guard is no longer in the business of providing routine towing services during non-life-threating groundings, it can provide other assistance, such as contacting a commercial towing company, and will monitor your situation once notified. “Don’t be embarrassed,” Capt. Frohnhoefer said. “Everyone runs aground at some point. As the old saying goes, there are two types of boaters: those that have run aground and those that will.”

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REGIONAL NEWS

REGIONAL SECTION // SEA MAGAZINE

THE “OTHER” MARINA DEL REY:

CABO SAN LUCAS’S GATEWAY Quaint marina at the base of the harbor greets boaters, offers its services with a personal touch. BY PARIMAL M. ROHIT

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Cabo San Lucas’s Marina Del Rey is the first marina in the city’s large harbor. The marina is walking distance to the harbor and features its own fuel dock. Sportfishing activities and other excursions often launch from Marina Del Rey. The popular waterfront district is also within walking distance.

SEAMAGAZINE.COM JUNE/JULY 2020 29

BY PARIMAL M. ROHIT

CABO SAN LUCAS, MEXICO—MARINA DEL Rey, the Los Angeles County enclave, usually receives all of the attention. It’s easy to know when we are talking about the largest small craft harbor in Southern California: the “d” in “del” is always lower-cased. There is another Marina Del Rey for boaters to know of, and this one capitalizes the “D” in “Del.” Boaters who head south of the border might already be aware of this Marina Del Rey – it’s the first marina they see whenever they cruise into the harbor at Cabo San Lucas.

Cabo San Lucas’s Marina Del Rey is the first marina in the city’s large harbor. The marina is walking distance to the harbor and features its own fuel dock. The popular waterfront district is also within walking distance.

30 SEAMAGAZINE.COM JUNE/JULY 2020

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Sportfishing activities and other excursions often launch from Marina Del Rey.

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Cabo San Lucas, of course, might be the “lively” destination of the two Cabos – but boaters who decide to drop anchor at Marina Del Rey might experience the more laid-back feel of San Juan de Cabo. Marina Del Rey, for starters, is one of two marinas in Cabo San Lucas Harbor. The 800-pound elephant in the room is IGY Marinas, which is home to 380 slips. Then there is the 25-slip Marina Del Rey – but what the marina lacks in quantity, it makes up in quality. First, a few statistics – Marina Del Rey’s max draught is 13 feet, while the maximum length is 82 feet. It has its own fuel dock.

Marina Del Rey is one of two marinas in Cabo San Lucas Harbor. Many of the harbor’s excursion businesses are also based at Marina Del Rey, meaning boaters won’t have to walk far if they want to charter a fishing trip or other aquatic adventure. On-site amenities include dressing 32 SEAMAGAZINE.COM JUNE/JULY 2020

One of the greatest perks of Marina Del Rey is its location — it is walking distance to at least half of the waterfront boardwalk. rooms, drinkable water, electricity, security, weather information and Wi-Fi. One of the greatest perks of Marina Del Rey is its location – it is walking distance to at least half of the Cabo San Lucas waterfront boardwalk. Senor Frogs, Captain Tony’s, Solomon’s Landing, Las Brisas and Baja Cantina Cabo are among the restaurants you’ll be able to walk to in a few minutes. Also nearby (and on the boardwalk) are: Cabo Dolphin Center, Esperanza’s Tours, Camila Tours, Aqua Activities Los Cabos, The Blue Marlin Sportfishing, Cabo Blue Boat and Cabo Sails Sailing Charters and Tours. Behind Marina Del Rey is a beachfront (Playa Publica Cabo San Lucas, Playa Empacadora, Playa Coral Negro and Playa La Raza). El Arco, the most famous landmark of Los Cabos, is a short boat ride away. Most of the Los Cabos waterfront, beyond Cabo San Lucas Harbor, is easily accessible from Marina Del Rey. Perhaps the greatest amenity of them all, however, is the personal attention and service offered by Marina Del Rey’s staff. Brian Hopper, the marina’s manager, manages a solid operation. He and his staff regularly interact with boaters and visitors, offering assistance with marina services or giving them pointers of how best to enjoy Cabo San Lucas (or Los Cabos, as a whole). The staff here certainly makes everyone feel special and at home. Call 011-52-624-143-65-22 for more information about the marina, including reservations. Marina Del Rey is located at 22° 53› S (Latitude), 109° 54› W (Longitude). The physical address is Retorno Boulevard Marina S/N, Colonia Centro, Cabo San Lucas, Mexico. 34

SEAMAGAZINE.COM JUNE/JULY 2020

‘THIS IS MY LIFE;’

THREE PLUS DECADES OF MARINE ANIMALS RESCUES FROM L.A. COUNTY BOATS, BEACHES The Marine Animal Rescue hotline gives boaters, beachgoers and the public someone to call 24-hours a day, seven days a week to report sick and injured marine animals in Los Angeles County and on Catalina Island. BY LINDSEY GLASGOW

MARINA DEL REY—“I SENT SOMEBODY down; they got a sea lion on the tug boat?” Peter Wallerstein said to a Port of Los Angeles tug boat owner who called his 24-hour hotline on a rainy Thursday morning in March. “Yea,” the caller said. “I have never missed a call in 35 years,” Wallerstein said sometime later after hanging up. Wallerstein is the founder and president of Marine Animal Rescue (MAR), a 501(c)(3) non-profit organization operating in Los Angeles County and Catalina Island as an emergency rescue group for sick and injured marine wildlife. Calls come in 24-hours a day, seven days a week. He’s helped boaters with sea lions on the dive step of their boats at Marina del Rey’s Burton Chace Park guest docks and helped commercial anglers in the Port of Los Angeles where skinny and hypothermic sea lions seek refuge on deck. He has also cut whales from gill nets off

Peter Wallerstein first started rescuing whales off the Southern California coast and eventually began rescuing other marine wildlife such as sea lions and seals.

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the coast of Palos Verdes, saved sea lions with packing straps around their necks and rescued emaciated sea lions stranded on local beaches. Calls frequently bring him to Marina del Rey’s Burton Chace Park guest docks – a popular hangout spot for boaters and sea lions alike. Calls to this area often include boaters with sea lions on boats and callers reporting a sea lion with something around their neck. The same rainy Thursday morning in March, a large group of sea lions were lounging on the docks and Wallerstein pointed to a lethargic sea lion resting near the end of one of the docks. “There’s a gill netted one,” Wallerstein said. Wallerstein said sea lions with gill nets or plastic packaging around their necks will eventually die if they are not rescued. “We’ll eventually rescue him and he’ll be okay,” Wallerstein said. Once an animal is rescued, it is trucked to a marine animal rehab facility in San Pedro, which treats and releases the animal. Wallerstein encourages the public to never approach sea lions or other marine animals stranded on the beach or injured on boat docks but to contact his hotline, 800-39-WHALE for emergencies and 310-455-2729 for non-emergencies. Female sea lions typically weigh around 200 pounds, while males can reach as much as 600 pounds; both have a bite that can go down to the bone. Wallerstein has been rescuing whales, sea lions, seals, dolphins and other marine animals since 1985. He said there was no specific organization in the county dedicated to rescuing marine animals, with the responsibility mostly falling to the county and city services, who Wallerstein said were unknowingly using harmful methods to deal with the marine animals. “Animals were dying on the beach and I thought that was unacceptable for LA, I thought we could do better than that,” Wallerstein said. Prior to founding MAR, Wallerstein had been working as the Pacific Director of the Sea Shepherd Conservation Society, an international marine wildlife conservation 36

SEAMAGAZINE.COM JUNE/JULY 2020

In 1985, Wallerstein founded the Whale Rescue Team, which was renamed Marine Animal Rescue in 2007.

organization. He said the idea for MAR started when he saw a news program about whales entangled in gill nets. “I thought it was somewhere far away and it was right off Palos Verdes and Point Dume,” Wallerstein said. “There wasn’t a coordinated response to go out and help the animals, there was nobody doing it. So I bought a boat, bought some kitchen knives and went out there and starting cutting whales out of nets.” One of his first calls was about a mother whale and her baby entangled in a gill net off the coast of Palos Verdes. He said he bought a boat, got a crew and went out. They were eventually successful, and mother and baby swam off free. “That rescue motivated me to start it [MAR],” Wallerstein said. In 1985, Wallerstein founded the Whale

Rescue Team, a local skilled response group for whales in Southern California that were becoming entangled in fishing gill nets, a practice that was eventually banned by the state in 1993 after thousands of marine animals were killed. He established a live 24-hour toll-free hotline for reporting marine animals trapped or in distress. He then received authorization from local beach authorities to act as first responder and was granted a Letter of Authorization from the National Marine Fisheries Service to evaluate and rescue entangled marine animals. His efforts started naturally carrying over to all sick and injured marine wildlife and in 2007, Whale Rescue Team was renamed Marine Animal Rescue. MAR’s office is based in El Segundo and Wallerstein himself, nearby, in an ocean-side RV park on Dockweiler Beach. Wallerstein said he sold his home in Topanga and moved to Dockweiler Beach to be closer to the calls. Marine Animal Rescue is stamped on the side of his RV and everything he needs to make a rescue – his 16-foot rescue boat and pickup truck – is hitched outside. Wallerstein did, for the most part, rescues by himself for 25 years, devising the techniques to rescue the animals himself. “Everything I know I taught myself,” Wallerstein said. He now has a rescue team of three – Artie Wong and Brad Torsone help with rescues in Los Angeles County and Capt. Jon Council handles all the rescues on Catalina Island. They are on call 24/7. “Sometimes I have to call them in the middle night if a sea lion crosses the street and gets somewhere - in someone’s yard or under someone’s car - I can’t tell the people we’ll be there in the morning,” Wallerstein said. Wallerstein said lifeguards and harbor patrol are also vital partners in the operation, alerting them to injured marine animals and assisting with rescues. Wallerstein admitted his age has slowed his ability to personally respond to every rescue. He said at some point in the future he hopes to find a successor to take over MAR, his life’s work. For now, it’s life as usual. “I just do this,” Wallerstein said. “This is my life.”

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WHAT IS GALVANIC CORROSION AND WHAT PREVENTATIVE MAINTENANCE CAN BE DONE TO AVOID MAJOR PROBLEMS? BY LINDSEY GLASGOW

SOUTHERN CALIFORNIA—On the outside, the paint below the water line starts to blister and a white powdery substance forms on the metal parts. These outward signs are indications the metal parts are actually getting eaten away by corrosion. Marine corrosion is a fact of boating life, but some basic knowledge and maintenance can prevent some of the worst and most expensive repairs. “Corrosion happens, you need to be aware of it and need to monitor it and be prepared for it,” said Mark Corke, who is a marine surveyor and BoatUS Magazine Associate Editor. In its simplest definition, corrosion is a gradual destruction of

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BOAT CARE TO PREVENT MARINE CORROSION

Ignoring regular maintenance can lead to expensive repairs. The stern drive on this boat is completely eaten up by corrosion, leaving the metal so damaged a finger could poke a hole in it.

materials by chemical and/or electrochemical reaction with their environment. Although several types of corrosion can affect boats, according to BoatUS, metal boat parts underwater are susceptible to two basic types: stray current and galvanic. Both can harm the boat, propeller and motor if not correctly monitored and avoided. Stray current corrosion occurs when metal with an electrical current flowing into it is immersed in water that is grounded, such as an ocean. An example would be a boat sitting between a vessel leaking DC current and the best ground for that current. Stray current corrosion can cause rapid deterioration in just a few hours to a few days. Brian Gordon, West Marine Content Editor, said a galvanic isolator can be installed to prevent stray current corrosion. According to BoatUS, the device functions as a filter, blocking the flow of destructive low voltage galvanic (DC) currents but still maintaining the integrity of the safety grounding circuit. The second type of corrosion, galvanic, is an electrochemical reaction between two or more dissimilar metals. It can happen whenever two or more metals with different levels of electrical activity are connected – either by actually touching or through a wire or metal part – and are immersed in a conductive solution, such as saltwater. An example being a bronze propeller and a stainless steel prop shaft. The least noble metal will corrode first. In the above example, the bronze propeller would begin to dissolve, leaving the stainless steel prop intact. More noble metals have less chemical reactivity, making them more resistant to corrosion. “The ones that are most noble will survive but at the expense of the others,” Corke said. Gordon said attaching sacrificial anodes is a relatively cheap form of insurance. Sacrificial anodes are made of a metal less noble than the parts they are meant to protect and will corrode first.

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Using the example of a bronze propeller and stainless steel prop shaft, attaching a zinc sacrificial anode would lead to the zinc corroding, protecting the bronze propeller. “Anything is going to corrode, what you’re trying to do is protect that by using things like anodes,” Corke said. Gordon said replacing an outdrive damaged by corrosion will cost thousands of dollars whereas a kit of outdrive anodes cost between $25 and $70 at West Marine. “I’ve seen the damage,” Gordon said. “I’ve seen more than one outdrive that has been completely destroyed by corrosion.” Gordon is also a former hull diver and said monitoring anodes should be part of the regular hull cleaning. “A good diver that’s his job,” Marina del Rey Boatyard Service Manager Victor Espino said talking about checking anodes on a boat. Marina del Rey Boatyard owner Greg Schem said those who ignore regular maintenance often end up at his boat repair shop, some needing thousands of dollars in repairs. A recent worst case scenario boat that was brought to the Boatyard had no sacrificial anodes and a stern drive completely eaten up by corrosion. “When it gets to this stage not only is this owner looking at tens of thousands of dollars in damages but potentially damages to the environment by leaking oil,” Schem said. “So it’s really important to stay on top of this kind of maintenance.” Gordon said when 50 percent of the anode is eaten away it should be replaced, which can be done by a diver. He said the frequency of hull cleanings is dependent on the environment the boat is in, but should typically be done every month or so. Corke said the best thing boaters can do to prevent galvanic corrosion is be aware, stay abreast of routine maintenance and make sure anodes are properly connected. “Provided the right precautions, the boat is well-built and well-maintained, there is going to be less of a problem,” Corke said. When it comes to purchasing anodes, the material of choice should be based on the kind of water the boat is kept and used in. Zinc or aluminum is recommended for saltwater, aluminum for brackish water and magnesium for freshwater. Aluminum has become more popular for saltwater since EPA reports have suggested the metal is more environmentally-friendly than zinc. Gordon said parts that might need anodes but often get overlooked are the inboard engines, trim tabs, keel coolers, rudders, and marine water heaters, particularly those with tanks made out of aluminum.

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ASK A BROKER

BROKERAGE ADVICE

THIS MONTH’S QUESTIONS: Are brokers qualified to make a yacht appraisal? THE ANSWER TO this one is yes and no. Check out the wording of Section 11 of the Northwest Yacht Brokers Association Code of Ethics: Member should not undertake to make an appraisal or render an opinion of value on any vessel where he has a present or contemplated interest unless such interest is specifically disclosed to all parties to the transaction. Member should not undertake to make an appraisal that is outside the field of his experience unless he obtains the assistance of an authority on such types of vessels, or unless the facts are fully disclosed to the client. In such circumstances, the authority so engaged should be identified and his contribution to the appraisal should be clearly set forth.

What your sales agreement and contract should contain: A DESCRIPTION OF the boat and engine (if it’s outboard powered), including the make, model, year, Hull Identification Number and (outboard) engine serial numbers. You can get the equipment list from the survey and the written specification sheet from your broker. This should include: The purchase price, including any deposits you have paid and how you will pay the balance — by cashier’s check, for example Details about when and where the boat will be delivered and the sale finalized Language specifying that the sale depends on a satisfactory survey and sea trial — and your ability to get acceptable financing and marine insurance.



A statement confirming the boat is free of liens and encumbrances that might block the sale-the seller should also take responsibility for debts incurred during the seller’s ownership The answer to this question is excerpted from the California Yacht Brokers Association’s Buy Smart guide, available to everyone at cyba.info.

What should I expect before and during the sea trial on a boat I’ve made an offer to buy? Whether the owner is aboard for the sea trial or not, ask to have the vessel maintenance records available for inspection. That should be of interest to you as well as the surveyor and may explain things if the boat behaves a certain way during the sea trial. Checking the thoroughness of the recordkeeping is a good way to learn the past owner’s priorities. It lets you know who you’re buying from. Also, if the boat is a popular model of which a number were built, information about its performance and possible problems should be easy to find. Nothing should be a surprise during the ride. If the boat is older or unique in some way, performance information may be harder to find. There may be an online history of issues that a model has experienced over the years, whether with performance or problems with engine mounts, fuel tank corrosion, steering irregularities and so on. Just like with a home inspection, a boat survey and sea trial will generate a list of items that may need to be addressed. You need not panic, though, as this is normal and doesn’t mean it’s a bad boat. Large issues should be addressed by the seller, and those include significant engine malfunction. Smaller issues will need to be taken on by you as the buyer. Understanding the difference will make negotiations after the sea trial go more smoothly.

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Rare twin Cummins 330 HP updated to 370 HP diesels, electronic controls, rear hardtop with davit crane & dinghy, electronics package, air conditioning/heating, gen., Vacuflush heads, flybridge enclosure & cockpit enclosure, 2 staterooms, 2 heads, bathtub, & much more! Sale priced at $129,000. Call Dave Boynton at 206-949-6866

Twin Volvo 500 HP, bow & stern thrusters, wireless yacht controller equipped, custom flybridge hardtop with enclosure, full galley, Raymarine electronics, air conditioning/reverse cycle heat, washer/dryer, satellite TV, generator, inverter, dinghy & much more! Sale priced at $419,000. Call Dave Boynton at 206-949-6866

Twin Cummins 250 HP diesels, bow & stern thrusters, Bimini top with enclosure, satellite TV antenna, separate enclosed shower, Vacuflush head, full galley, electronics package, dinghy with davit, electric anchor windlass with anchor, 2 staterooms, serviced, clean & ready to go! Sale priced at $169,999. Call Dave Boynton at 206-949-6866

1998 BAYLINER 4788

1999 BAYLINER 4087

2004 MERIDIAN 408 AFT CABIN

2001 BAYLINER 3488

Fresh water kept since new, twin Cummins 330 HP diesels, Electronics package, satellite TV antenna, full galley with stove and oven, Bimini top, dinghy and davit, 3 staterooms, 2 heads with showers, inverter, generator, diesel heater, electric heaters, & much more! Sale Priced at $189,000. Call Dave Boynton at 206-949-6866

Twin 270 HP Cummins diesels, Full galley equipped, electronics package, dinghy with davit, inverter, diesel heater, three staterooms, two heads.

Twin 330 Cummins diesels, electronics package, polycarbonate window enclosures, generator, large galley, dinghy with power davit, two large staterooms and two heads with showers, and much more! Sale price $209,000. Call Dave Boynton at 206-949-6866

Twin 250 HP Cummins diesels, bow and stern thrusters, lower helm, Garmin depth sounders, Radar, GPS plotter, air conditioning/ heating, Bimini top, head with separate shower, two staterooms, dinghy with outboard. Sale price $105,000. Call Dave Boynton at 206-949-6866

Priced at $94,500. Call Dave Boynton at 206-949-6866

W W W . B OY N T O N YA C H T S . C O M

STEADFAST 112’ (34.1m) :: Barattucci :: 1992/2014 :: $2,600,000

TATOOSH 80’ (24.3m) :: Vic Franck :: 1961 :: $395,000

EL ENCANTO 78’ (23.7m) :: Jones Goodell :: 1985/2006 :: $999,000 Kevin.Kramer@NorthropandJohnson.com :: +1 949 500 0171

MEHETABEL 76’ (23.1m) :: Admiral Marine :: 1999 :: $1,250,000

ODYSEA 76’ (23.1m) :: Hampton :: 2014 :: $2,450,000 Paul.Daubner@NorthropandJohnson.com :: +1 619 228 1942

VELOCE 74’ (22.5m) :: Lanzarote :: 2013 :: $2,599,000 Paul.Daubner@NorthropandJohnson.com :: +1 619 228 1942

FELINA 58’ (17.5m) :: Bluegame :: 2011 :: $875,000 Jim.Elliott@NorthropandJohnson.com :: +1 949 887 8927

FIRST LIGHT 51’ (15.5m) :: Stephens :: 1974 :: $195,000

SAN DIEGO +1 619 226 3344

CRESCENT 117 117’ (35.7m) :: Crescent :: 2020 :: $13,500,000 Todd.Rittenhouse@NorthropandJohnson.com :: +1 949 933 8329

Tom.Corkett@NorthropandJohnson.com :: +1 714 322 1667

Jim.Elliott@NorthropandJohnson.com :: +1 949 887 8927

Tom.Corkett@NorthropandJohnson.com :: +1 714 322 1667

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

20_06_N&J_Sea Magazine_Ad.indd 1

CONTACT OUR EXPERTS TO SATISFY YOUR YACHTING NEEDS:

Kevin.Kramer@NorthropandJohnson.com :: +1 949 500 0171

NEWPORT BEACH +1 949 642 5735

KIMBERLY 128’ (39m) :: Palmer Johnson :: 2000 :: $5,750,000 Todd.Rittenhouse@NorthropandJohnson.com :: +1 949 933 8329

NOR T HROPA ND JOHNS ON.C OM

13/04/2020 01:21:01 p. m.

ILA VA A S

LIP

S LAY

DIS

Our

92' TARRAB '02. Four staterooms + crew. CAT diesels, stabilizers, bow thruster. Stunning. $1,995,000. Our

Our

FLEMING 75 '01. Three staterooms + crew. New paint, gensets, electronics and interior. $2,650,000.

Our

50' CRUISERS '99. Updated electronics. $299,000. 41' CRUISERS '09. Clean. Many upgrades. $230,000.

Doc

Our

47' RIVIERA '08. Forward windshield option. $595,000. 34' RIVIERA '98. Bow/stern thrusters. NOW $154,000. Our

Doc

42' SELENE '13. Updated cruising electronics, bow & stern thrusters. Stabilized. $499,000.

Doc

73' JEFFERSON DECKHOUSE '03. Custom interior, 3 VIP cabins, stabilized, large volume. $995,000.

www.chuckhoveyyachts.com Lido Yacht Anchorage 717 Lido Park Drive, Newport Beach, CA 92663

54' OFFSHORE PILOTHOUSE '09. Twin CAT C-12’s and loaded! Complete turn-key. $1,549,000.

Doc

41' MERIDIAN '05. Twin Cummins diesels. $249,000. 34' MERIDIAN '05. Low hours. NOW $89,900.

Doc

84' DELTA. Four staterooms including “On Deck Master, plus two crew. Trades? $1,775,000

45' SEA RAY SUNDANCER '11. Cummins 480hp, joystick controls w/Zeus drives. Clean! $395,000.

(949) 675-8092 • (949) 673-1037 fax

Doc

64' OCEAN ALEXANDER CLASSICO '99. Custom Ed Monk designed. Three staterooms. Wide beam. $1,149,000.

NEWPORT BEACH

Our

Doc

HUNTER 42 '01. Very clean, low use. $115,000. HUNTER 38 '06. Original owner. Yanmar diesel. $122,500.

info@chuckhoveyyachts.com

SAN DIEGO

Sunroad Resort Marina - Harbor Island 955 Harbor Island Dr. #112, San Diego, CA 92101

(619) 222-0626 • (619) 222-1695 fax

SEATTLE

Chandler's Cove Marina, Lake Union 901 Fairview Ave. N., C-150, Seattle, WA 98109

(206) 624-1908 • (206) 624-3870 fax

Selling Your Boat? Need to get some marine gear, parts or equipment off your hands? Place an ad in the Sea Classifieds and reach more than 82,200 Western boat owners each month. Don’t let that boat gather any more dust — advertise in the Sea Classifieds section.

Call Jon Today 1-800-887-1615 or email classifieds@seamag.com

www.BoatLenderUSA.com Office: (619) 224-4466 Cell: (619) 823-5220

Call Joni Today! (619) 224-4466 KEY TO LISTINGS:

POWERBOATS

SAILBOATS

AC CC CM CR CV DC EX FB FC FE FM

CA Catamaran CC Center Cockpit CT Cutter DS Day Sailor KE Ketch MS Motorsailer OC Ocean Cruiser SC Schooner SL Sloop TM Trimaran YW Yawl

Aft Cabin Center Console Cockpit Motoryacht Cruiser Convertible Double Cabin Express Fish Boat Flying Bridge Cruiser Flying Bridge Sedan Flying Bridge

BOATS FOR SALE THE FOLLOWING PAGES CONTAIN an abbreviated list of h undreds of boats for sale through the West Coast’s top brokers. Check these pages every month, as we will run varying size ranges. For a complete listing, including the most up-to-date information available, please visit our website at seamag.com/boatsforsale. There, you can search boats by size, manufacturer, price, or type of boat or engine. You also can combine your search terms in order to narrow the focus to the specific vessels you are interested in viewing. SIZE, MFG

TYPE, YR, PWR

PRICE

BROKER

MOTORYACHT

POWER

FS Flying Bridge Sportfisher HB Houseboat HP High Performance MM Commercial MY Motoryacht PH Pilothouse RB Runabout SB Sportboat SE Sedan SF Sportfisher SK Skiboat TG Tug TL Tender, Launch, Dinghy, Other Small Boat TR Trawler Yacht Fisherman

EL IB IO JT OB SG SD TD TE TG

20 EdgeWater RB 00 OB 21,000

StnMller

21 Blackfin

CC 20 SG 95,137

Irwin

21 ChrsCrft RB 15 SG 79,850

Irwin

23 Sea Hunt RB 14 OB 45,000

StnMller

24 Blackfin

Irwin

Electric Inboard Inboard/Outboard Jet Boat Outboard Single Gas Single Diesel Twin Diesel Triple Engine Twin Gas

CC 20 SG 148,581

26 NorthRvr FB 08 OB 90,000

StnMller

26 Regal

CR 08 SG 49,995

Irwin

27 Blackfin

SF 20 TG 211,076

Irwin

27 CapeHorn CC 13 OB 79,900

StnMller

27 Chprrl

RB 17 SG 88,000

SlvrSeas

27 Dusky

CC 04 SD 49,000

StnMller

28 Baylnr

EX 04 SG 49,900

Irwin

28 Baylnr

CR 02 SG 24,950

Irwin

SIZE, MFG

TYPE, YR, PWR

28 Gar Wood RB 28 Sea Ray CR 28 Sea Ray CR 28 Sea Ray EX 28 Sea Ray CR 29 RangrTgs TR 29 Sea Ray CR 30 Baylnr CR 30 Chprrl CR 30 Cutwater CR 30 Maxum CR 31 Jupiter CC 31 Pursuit CC 31 Sea Ray CR 31 Sea Ray CR

36 15 07 16 03 13 04 00 05 16 02 04 09 09 08

PRICE

SG 195,000 SG 99,950 SG 54,900 SG 114,900 SG 49,900 SD 162,500 TG 49,995 TG 49,900 TG 44,995 SD 235,000 SG 39,900 TG 105,000 OB 135,000 TG 127,900 TG 114,900

BROKER

CrwsNst Irwin Irwin Irwin Irwin Irwin Irwin ChuckHvy SlvrSeas Irwin Irwin Northrop StnMller Irwin Irwin

SEAMAGAZINE.COM JUNE/JULY 2020 51

SHOWCASE FEATURED BROKERAGE BOATS TELL OUR ADVERTISERS YOU SAW IT IN SEA // JUNE/JULY 2020

1997 PACIFIC MARINER 65 PH –Twin Detroit diesels, full electronics, Fiberglass hardtop, 3 strms/heads + crew quarters, 2 gens, bow thruster, watermaker, A/C & heating, washer/dryer. Sale price: $495,000 Call Dave Boynton at 206-949-6866

SIZE, MFG

TYPE, YR, PWR

31 Sea Ray CR 31 Sea Ray CR 31 Tiara CR 32 Baylnr CR 32 GrandBnks TR 32 GrandBnks TR 32 GrandBnks TR 32 Regal EX 32 Sea Ray CR 33 Baylnr MY 33 Baylnr FF 33 Blackfin FS 33 Formula EX 33 Tiara SF 33 Tiara EX 33 Wellcraft FB 34 Baylnr CR 34 Custom TR 34 Lomac RB 34 Luhrs CV 34 Riviera CV 34 Sea Ray CR 35 Cabo SF 35 Cabo EX 35 Cabo SF 35 Cabo FS 35 Carver FC 35 Cruisers EX 35 Formula CR 35 Luhrs FS 35 MrnrHlsm TR 35 Regal CR 35 Scout CC 35 Sea Ray CR 35 Skipjack SF 36 FourWinns EX

07 14 16 93 71 71 74 16 06 97 00 93 07 91 89 06 08 08 17 02 98 07 02 03 03 97 98 19 12 90 07 05 14 17 91 92

PRICE

TG 99,900 TG 149,000 TG 300,000 TD 44,900 SD 48,500 SD 39,500 SD 69,000 TG 185,000 TG 75,000 TD 69,900 TD 64,900 TD 130,000 TG 89,000 TG 53,500 TG 57,000 TD 114,900 TG 94,900 SD 89,750 TG 269,000 TD 89,900 TD 159,000 TG 125,000 TD 225,000 IB 255,000 TD 199,500 TD 139,500 TG 49,000 TG 299,900 TG 199,000 TD 59,000 SD 249,000 TD 109,995 TE 277,000 TG 349,000 TD 84,900 TG 48,800

52 SEAMAGAZINE.COM JUNE/JULY 2020

92' TARRAB 2002 - Four staterooms + crew. CAT diesels, stabilizers, bow thruster & recent upgrades, including sophisticated interior decor. Stunning! Call Chuck Hovey Yachts 949-675-8092. www.chuckhoveyyachts.com $1,995,000.

“MEHETABEL” 76' ADMIRAL MARINE 1999 - Custom performance sailing yacht. Easily sailed short-handed. Professionally maintained. $1,250,000. Call JIM ELLIOTT: 949-887-8927. Northrop & Johnson www.NorthropandJohnson.com

BROKER

SIZE, MFG

Irwin SlvrSeas SlvrSeas Irwin StnMller StnMller StnMller SlvrSeas SlvrSeas Irwin StnMller StnMller Northrop StnMller StnMller CrwsNst Irwin Irwin Northrop StnMller ChuckHvy Irwin CrwsNst CrwsNst StnMller StnMller StnMller SlvrSeas SlvrSeas StnMller CrwsNst Irwin CrwsNst SlvrSeas StnMller SlvrSeas

36 Jeanneau EX 36 Pursuit CR 36 Riviera CV 36 RslRthbn CR 36 SlvrCvrt MY 36 Wellcraft FB 37 Blackman FS 37 Larson CR 37 Topaz SF 37 VnSprtfsh SF 38 ChrsCrft FC 38 CrusrsYts CR 38 Donzi EX 38 Donzi CR 38 GrandBnks EX 38 Meridian CR 38 Sabre EX 38 Sea Ray CR 38 Tiara EX 38 Tiara EX 39 Carver AC 39 GrandBnks EX 39 Mainship TR 39 Meridian FE 40 Imax SF 40 Sea Ray CR 41 Cruisers MY 41 CrusrsYts CR 41 Maxum CR 41 Meridian FE 41 Tiara EX 42 BstnWhlr SF 42 ChrsCrft SF 42 GrandBnks TR 42 GrandBnks TR 42 Krogen TR

TYPE, YR, PWR

17 14 00 44 08 07 97 04 87 88 84 12 10 06 98 03 16 07 07 02 93 06 01 14 11 95 09 17 98 08 97 16 86 69 84 85

PRICE

TD 325,000 TG 279,500 TD 174,900 SG 34,950 TG 155,000 TD 160,000 TD 119,000 TG 109,950 TD 99,000 TD 65,000 TD 129,000 TG 199,999 TE 149,000 TE 109,500 TD 239,000 TG 125,000 TD 648,500 IO 126,500 TD 290,000 TD 229,000 TD 105,000 TD 419,000 SD 135,000 TD 420,000 TD 349,000 TG 79,900 TD 230,000 TD 475,000 TD 126,000 TD 299,000 TD 195,000 TE 795,000 TD 99,950 TD 72,500 TD 129,000 SD 199,000

BROKER

Irwin Irwin StnMller Irwin SlvrSeas CrwsNst StnMller Irwin StnMller SlvrSeas StnMller SlvrSeas SlvrSeas SlvrSeas StnMller SlvrSeas StnMller SlvrSeas CrwsNst CrwsNst SlvrSeas StnMller ChuckHvy StnMller ChuckHvy Irwin ChuckHvy SlvrSeas CrwsNst SlvrSeas CrwsNst ChuckHvy Irwin StnMller StnMller StnMller

TYPE, YR, PWR

42 Maxum MY 43 Baylnr MY 43 GrandBnks EX 43 GrandBnks EX 43 JeanVel FF 43 TiaraYct SF 44 Hinckley CR 44 IslGypsy FC 44 Meridian MY 44 OcnYchts SF 44 Pacifica SF 44 Tiara MY 44 TiaraCp CR 44 Zeelander CR 45 Baylnr PH 45 Carver PH 45 CrusrsYts MY 45 CrusrsYts MY 45 CrusrsYts MY 45 DeFever PH 45 DieselDck TR 45 Sea Ray EX 45 Sunseeker CR 46 Bertram SF 46 CrusrsYts MY 47 GrandBnks TR 47 GrandBnks TR 47 GrandBnks TR 47 Riviera FS 48 Califrn MY 48 Cranchi SE 48 Cruisers CR 48 Mikelson FE 48 OcnYchts CV 48 OcnYchts FS 48 OcnYchts CV

01 90 03 01 15 12 03 85 14 88 77 18 17 12 88 99 05 14 18 04 08 11 94 86 08 08 08 06 08 87 04 14 89 89 00 88

PRICE

TD 129,000 TD 79,900 TD 380,000 TD 299,000 TD 439,000 TD 649,000 TD 500,000 TD 185,000 IB 559,000 IB 119,000 TD 175,000 TD 829,000 TD 749,000 TD 575,000 TD 124,900 IB 239,900 TD 585,800 TD 519,000 TD 749,000 TD 399,000 SD 240,000 TD 395,000 TE 175,000 TD 139,000 TD 289,000 TD 688,500 TD 688,500 TD 605,000 TD 595,000 TD 129,000 TD 159,000 TD 499,900 TD 182,000 TD 119,999 TD 299,000 TD 109,000

BROKER

SlvrSeas Irwin StnMller StnMller ChuckHvy SlvrSeas Northrop ChuckHvy CrwsNst CrwsNst ChuckHvy SlvrSeas SlvrSeas Northrop SlvrSeas CrwsNst SlvrSeas SlvrSeas SlvrSeas ChuckHvy ChuckHvy ChuckHvy SlvrSeas StnMller SlvrSeas ChuckHvy ChuckHvy Irwin ChuckHvy ChuckHvy ChuckHvy SlvrSeas CrwsNst SlvrSeas StnMller StnMller

REF

2002 60' HATTERAS - T-1400hp CAT 3412. Major refit in 2018/2019. 4 stateroom/3 heads. New hull paint, electronics, davit, bridge enclosure, canvas, interior softgoods and MUCH more. Contact 562-598-9433 or mark@stanmiller.com

SIZE, MFG

TYPE, YR, PWR

48 Offshore CR 48 Offshore DC 48 Riviera CV 48 Sea Ray MY 48 Tllycrft CM 49 Meridian PH 50 Sea Ray EX 50 Sunseeker EX 51 Navigator CM 51 RvaFlybdg SF 51 Sea Ray EX 51 Stephens CR 53 Carver MY 53 LtHqmVc PH 53 VicFranck PH 54 Bertram SF 54 Hatteras FM 54 Offshore PH 55 Califrn CM 55 JonesGdll PH 55 Sea Ray EX 55 Selene TR 55 Symbol PH 56 Hatteras MY 56 OcnYchts FS 56 Princess FF 56 Princess PH 57 Califrn CM 57 Carver PH 57 NvigtRvl PH 58 Bluegame MY 58 Offshore PH 58 Riviera PH 58 Spindrift CM 58 VkngPrnss EX 58 West Bay PH

98 89 00 08 85 05 96 01 06 07 00 74 03 86 79 86 96 09 91 74 08 07 98 81 99 17 17 89 02 03 11 96 09 87 04 94

PRICE

IB 375,000 IB 169,500 IB 398,000 TD 450,000 TD 175,000 TD 309,950 TD 169,000 TE 179,000 TD 499,000 SD 649,000 TD 279,000 TD 175,000 TD 379,900 TD 282,000 TD 249,850 IB 418,500 TD 499,000 TD 1,549,000 TD 215,000 TD 119,000 TD 625,000 SD 899,000 IB 399,000 TD 299,500 TD 410,000 TD 1,725,000 TD 1,675,000 IB 239,000 TD 399,000 TD 359,000 TD 875,000 TD 584,000 TD 899,000 TD 189,000 TD 399,000 TD 499,950

2016 SABRE 38 SALON EXPRESS - T-300hp Volvo Penta D4 pod propulsion; 220 hours. Reverse cycle AC/heat. Garmin electronics package. Entertainment package. Beautiful boat, lightly used! Contact: 562-598-9433 or geoff@stanmiller.com

2017 PRINCESS 56 FLY - $1,725,000 - LLC Owned – Sausalito CA. MAN 800 Engines, Seakeeper, Yachtcontroller, Flir, Tender and much more. Call Rob Newman. 415-342-2447 – rnewman@silverseasyachts.com

BROKER

SIZE, MFG

CrwsNst CrwsNst CrwsNst Irwin Northrop Irwin SlvrSeas SlvrSeas ChuckHvy SlvrSeas StnMller Northrop SlvrSeas ChuckHvy Irwin CrwsNst CrwsNst ChuckHvy ChuckHvy StnMller SlvrSeas OcnAlex CrwsNst OcnAlex StnMller SlvrSeas SlvrSeas CrwsNst OcnAlex SlvrSeas Northrop OcnAlex CrwsNst CrwsNst SlvrSeas Irwin

59 Sea Ray MY 60 Ferretti FF 60 Hatteras FS 60 McKinna EX 60 Tempest CR 61 Hatteras PH 61 Mikelson MY 61 OcnAlex MY 64 OcnAlex PH 65 ForbesCpr MY 65 Viking CV 65 Viking FS 67 Bertram FS 68 Defever TR 68 Hatteras SF 68 Nordlund PH 69 Marquis FF 69 Pacemaker MY 70 Hatteras MY 70 Johnson MY 70 Marlow PH 70 OcnAlex PH 70 Queenship PH 71 Admiral MY 72 Elliott FS 72 OcnAlex PH 73 Jefferson MY 74 Lanzarote MY 74 OcnAlex PH 74 Queenship PH 75 Fleming PH 75 Hatteras MY 76 Hampton MY 77 Hatteras CV 78 JonesGdll FS 80 Offshore PH

TYPE, YR, PWR

17 03 02 00 90 70 06 04 99 95 03 01 05 83 08 86 04 76 96 03 02 17 08 96 83 15 03 13 09 09 01 01 14 08 85 08

PRICE

TE 1,590,000 TD 719,000 TD 775,000 TD 349,000 TD 189,000 TD 250,000 TD 1,199,000 TD 895,000 TD 1,149,000 IB 375,000 TD 745,000 TD 985,000 TD 1,100,000 IB 245,000 TD 1,850,000 TD 659,000 TD 849,000 TD 299,000 IB 795,000 TD 650,000 TD 995,000 TD 2,775,000 TD 1,150,000 TD 1,080,000 TD 1,350,000 TD 2,695,000 TD 995,000 TD 2,599,000 TD 2,395,000 TD 2,250,000 TD 2,650,000 TD 900,000 TD 2,450,000 IB 3,150,000 TD 999,000 TD 2,675,000

BROKER

SlvrSeas ChuckHvy StnMller CrwsNst SlvrSeas Irwin CrwsNst OcnAlex ChuckHvy CrwsNst CrwsNst CrwsNst StnMller CrwsNst CrwsNst OcnAlex Northrop ChuckHvy CrwsNst OcnAlex Irwin SlvrSeas OcnAlex Irwin CrwsNst OcnAlex ChuckHvy Northrop OcnAlex OcnAlex ChuckHvy OcnAlex Northrop CrwsNst Northrop Northrop

TYPE, YR, PWR

83 MnkMcQn MY 84 Delta MY 84 Delta TR 88 KnghtCrvr CM 92 Tarrab MY 94 Sunseeker MY 96 OcnAlex MY 110 Crescent MY 112 Brttcci YF 115 Chrstnsen CM 115 Crescent MY 115 WstportC CM 115 WstportS MY 117 Crescent MY 118 Westport MY

PRICE

BROKER

80 85 85 88 02 04 09 20 92 90 94 94 07 20 99

TD 389,000 ChuckHvy TD 1,775,000 ChuckHvy SD 2,150,000 CrwsNst TD 525,000 Northrop TD 1,995,000 ChuckHvy IB 2,250,000 CrwsNst TD 3,995,000 CrwsNst TD 11,500,000 Northrop TD 2,600,000 Northrop TD 3,750,000 Northrop TD 3,495,000 Northrop TD 3,495,000 ChuckHvy TD 2,650,000 CrwsNst TD 13,500,000 Northrop TD 2,760,000 Northrop

16 37 09 66 02 06 70 01 15 08 87 06 97 95 95 96 61 77 09

EL 178,500 NE 39,900 SD 69,999 SG 49,000 SD 92,500 SD 122,500 SD 169,000 SD 115,000 SD 4,495,000 SD 229,900 SD 209,000 SD 625,000 SD 495,000 SD 415,000 SD 415,000 SD 2,400,000 SD 395,000 SD 850,000 TD 6,000,000

SAIL 30 Alerion RC 32 Kettnbrg SL 33 Hunter CR 35 CheoyLee SL 36 Catlina CR 38 Hunter SL 40 Hinckley YW 42 Hunter CC 44 X-Yachts OC 46 Bneteau SL 48 HnsChrstn CT 58 Tayana CT 66 Gorbon SL 70 Dencho RC 70 Dencho SL 77 GtzDrktr SL 80 VicFranck CM 98 BrettBrig MM 187 Aegean MS

StnMller StnMller StnMller StnMller StnMller ChuckHvy ChuckHvy ChuckHvy Northrop ChuckHvy ChuckHvy Northrop Northrop ChuckHvy Northrop Northrop Northrop SlvrSeas Northrop

SEAMAGAZINE.COM JUNE/JULY 2020 53

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Predator 2000

479

Save $ 529

4.7 Hours

RUN TIME

3.4 Hours

2000

MAX. STARTING WATTS

2000

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59 dB

WEIGHT

45.6 lbs.

1.2 GAL

TANK SIZE

.95 GAL

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YES

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YES

79.7 CC

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98.5 CC

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1500W Continuous/ 3000W Peak Power Inverter

9999

12999

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BEATS HONDA* 2000W Super Quiet Inverter Generator

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Compare to Traveller 107055899 $164.99

Save $ 65

ITEM 63427/57354/63432 shown

SUPER COUPON Customer Rating

(3237)

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* 24893671 * 24893671 LIMIT 2 - Exp. 8/1/20*

SUPER COUPON Customer Rating (2199)

(963)

30", 4 Drawer Tech Cart

149

Side tray sold separately.

YOUR CHOICE OF 6 COLORS

199

ITEM 56391, 56393, 64818, 56392, 56390 56394

Solid Rubber Wheel Chock

$ 99

Save $ 730 Compare to Snap-on Blue-Point KRBC10TBPC $880

3-In-1 Portable Power Pack with Jump Starter

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* 24896645 * LIMIT 1 - Exp. 8/1/20* 24896645

ITEM 69326/69853/56891/96479 shown

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* 24893924 * LIMIT 4 - Exp. 8/1/20* 24893924

1,000+ Stores Nationwide • HarborFreight.com

*Original coupon only. No use on prior purchases after 30 days from original purchase or without original receipt. Valid through 8/1/20.

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Compare to Super Start 55001 $89.99

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ITEM 56349/38391/64083/62306 shown

$ 99

1399

6999

Save 71%

Compare to MaxxTow MNT70072 $17.46

3W LED Rechargeable Cordless Spotlight

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* 24907524 * LIMIT 1 - Exp. 8/1/20* 24907524

Compare to Peak PKCOTV $39.99

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ITEM 61960/61777 shown

Includes AC/DC adapter and 12 volt DC cigarette lighter plug.

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* 24903226 * LIMIT 4 - Exp. 8/1/20* 24903226

At Harbor Freight Tools, the “Compare to” price means that the specified comparison, which is an item with the same or similar function, was advertised for sale at or above the “Compare to” price by another national retailer in the U.S. within the past 90 days. Prices advertised by others may vary by location. No other meaning of “Compare to” should be implied. For more information, go to HarborFreight.com or see store associate.

5/15/20 12:57 PM

CLASSIFIEDS EQUIPMENT, SERVICES • CLASSIFIEDS@GOBOATING.COM OR DIAL 1-800-887-1615

BUSINESS OPPORTUNITIES

YACHT DELIVERY

SLIPS & MOORINGS

POWERBOATS

55’ NEWPORT BEACH MOORING #A-142: Near harbor entrance between E & F Street on Balboa Peninsula. $60,000. Keith: 949-300-4813, klumpkin@earthlink,net.

AVALON MOORINGS FOR SALE 30 ft. to 130 ft. Inside/Outside www.avalonmooringsforsale.com

POPULAR BUSINESS OPPORTUNITY ANACORTES, WASHINGTON Established Anacortes based marine cargo transport business with strong customer base includes 70’ steel hull built "Island Transporter" a freight transportation landing craft. Package includes real estate, 65' condo moorage, loading ramp, parking & oﬃce plus forklift, extra engine, gear, etc. Only privately owned commercial ramp N of Seattle. With 172 islands in the San Juan Islands, 70 are habitable & only 4 are served by the WA St Ferries this freight delivers fuel, construction supplies, hazardous materials, disaster response/recovery to all the rest. NWMLS#: 1427313/1409062 | Debbie Macy/WRE-Anacortes | 360-391-2422

310-544-4667

310-795-2311

58’ HATTERAS 1976: 3BR/3BA ﬂoating condo on the water! Great views and liveaboard slip. Refurbished from bow to stern with too much to list. $280,000. Shoreline Yacht Group. Larry: 760-914-0091.

Advertise TODAY! Call 800-887-1615.

POWERBOATS USCG LICENSED 100-TON MASTER: Delivery, Lessons, Private Captain. Sail/Power. Over 180,000 documented Intl blue water miles. Well respected in the marine industry. Many dozens of references. Jeffry Matzdorff: 323-855-0191, earthakat@msn.com. www.offshoredeliveryskipper.com. POWERBOAT, MOTORSAILOR DELIVERIES: Maine-Alaska, Electronic Chartplotting. EXPERT: picking weather, wintertime, North Pacific. USCG Master. 45 years experience. Mike Maurice +1-503-310-7590, www.yachtsdelivered.com.

50’ MIKELSON SPORT FISHER 1996: Proven tournament winner. LLC owned. Tuna-tower. Side-scanning sonar, 360 degree ﬁsh-ﬁnder, new batteries, etc. Don’t miss this wonderful vessel. $269,000. Shoreline Yacht Group, Larry: 760-914-0091

70’ CHRISTENSEN YACHT FISHER/MOTOR YACHT, 1986: Family owned this since new. Wide beam, Niad stabilizers, granite counter tops and many custom features. $359,000. Shoreline Yacht Group. Larry 750-914-0091

Advertise TODAY! Call 800-887-1615.

YACHT INTERIORS 97’ AZIMUT MOTOR YACHT 1990: Excellent condition. Enormous entertaining space for 100 or more. LLC owned. Many improvements over the last four years. $798,000

CHARTERS / RENTALS

56’ JOHNSON MOTORYACHT 1993

CUSTOM FABRICATED WINDOW TREATMENTS for any shape window. Blinds, Roman shades, Roller shades, Cellular shades. 310-308-1844, 888-771-5309, boatblinds@prodigy.net, www.boatblindsinternational.com

3 staterooms, 3 heads and crew quarters. A 30 knot boat in excellent condition! Ready to turn left. Reduced $20K, $299,000. Nancy: 562-252-2167, bkr.

SLIPS & MOORINGS INSTRUCTION BECOME A MASTER MARINE SURVEYOR: Best in business. NAVTECH/US Surveyors. Marine surveyor course. 1-800-245-4425, www.navsurvey.com. Commercial & recreational available.

30’ BALBOA MOORING: Right off ‘B’ Street, where you want to be. $34,000 or best offer. Call 714-842-3005. 45’ NEWPORT HARBOR DOUBLE MOORING: A-field, expandable to 50’-60’. Located between G Street & F Street off Peninsula. Easy access to jetty. Closest to channel, excellent location. $44,500. Call 949-468-5911.

Call 800-887-1615 SEAMAGAZINE.COM JUNE/JULY 2020

INDEX WHERE TO BUY TELL OUR ADVERTISERS YOU SAW IT IN SEA // JUNE/JULY 2020

ADVERTISER, PHONE

PAGE

BOATS

ADVERTISER, PHONE

PAGE

Chuck Hovey Yachts, Inc.. . . . . . . . . . . . . . . . . . . . 50

ADVERTISER, PHONE

PAGE

EVENTS

Aspen Power Catamarans (360) 668-4347. . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Newport Beach, CA .. . . . . . (949) 675-8092

Fred Hall Shows (805) 389-3339. . . . . . . . CV3

San Diego, CA . . . . . . . . . . . . . . (619) 222-0626

L.A. Harbor Boat Show (949) 757-5959.CV3

AXOPAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Seattle, WA (206) 624-1908

Los Angeles Boat Show (949) 757-5959. . . . . . . . . . . . . . . . . . . . . . . . . . CV3

Jeff Brown Yachts (619) 222-9899 Back Cove Yachts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Stan Miller Yachts (562) 598-9433 Cruisers Yachts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4 Silver Seas Yachts (877) 349-6582 HCB Center Console Yachts. . . . . . . . . . . . . . . . . 35 Schock Boats (949) 673-2050 Kadey Krogen Yachts. . . . . . . . . . . . . . . . . . . . . . . . 45 Stan Miller Yachts (562) 598-9433 Little Hoquiam Yachts (360) 538-1622. . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 RHEA Marine Trawlers. . . . . . . . . . . . . . . . . . . . . . . . 31 Cardinal Yachts (360) 647-5555 Sabre Yachts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Stan Miller Yachts.. . . . . . . (562) 598-9433 Sirena Yachts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Jeff Brown Yachts. . . . . . . . . . (619) 222-9899 Summit Motoryachts. . . . . . . . . . . . . . . . . . . . . . . . . 45 Stan Miller Yachts.. . . . . . . . . (562) 598-9433

Crow’s Nest Yachts. . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Anacortes, WA (360) 299-3988

Newport Boat Show (949)757-5959. . . . CV3

Bellingham, WA (360) 656-5653

San Diego International Boat Show (949) 757-5959. . . . . . . . . . . . CV3

Seattle, WA (206) 625-1580 Newport Beach CA (949) 574-7600 San Diego, CA (619) 222-1122 Irwin Yacht Sales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Handcraft Mattress Co (800) 241-7751. . . . 27

Seattle, WA (206) 632-2900

Harbor Freight Tools (800) 444-3353. . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Jeff Brown Yachts. . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Newport Beach (619) 709-0697 San Diego (619) 222-9899 Sausalito (415) 887 9347 Newport Beach, CA (949) 642-5735 San Diego, CA (619) 226-3344 Schock Boats (949) 673-2050 .. . . . . . . . . . . . . . . . . . . . . . . . . . 35

Cardinal Yachts. . . . . . . . . . . . (360) 647-5555

Stan Miller Yachts.. . . . . . . . . . . . . . . . . . . . . . . . 44-45

Tomco Marine Group/ American Tug (360) 466-9277.. . . . . . . . . 39

Long Beach, CA (562) 598-9433

Valhalla Boatworks. . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Seattle, WA (206)352-0118

San Diego, CA (619) 224-1510

Stan Miller Yachts.. . . . . . . . . (562) 598-9433

ELECTRONICS Alcom Marine Electronics (949) 515-1727. 35 Eartec Company (401) 782-4966. . . . . . . . . . . . 9

BROKER/DEALER Boynton Yachts (206) 949-6866. . . . . . . . . . 48 Cardinal Yacht Sales (360) 647-5555. . . . . . 31

Scan Marine Equipment (206) 285-3647.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 YachtBedding.com (213) 254-5835.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Northrop & Johnson Yacht Sales. . . . . . . . . . . 49

Targa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Stan Miller Yachts. . . . . . . . . . . (562) 598-9433

GEAR & ACCESSORIES

Portland, OR (503) 381-5467

Silver Seas Yachts (877) 349-6582.. . . . . . . . . . . . . . . . CV4

Viking Yachts.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

San Diego Big Bay Boom.. . . . . . . . . . . . . . . . . . . 37

INFLATABLES Northwest Inflatable Boats (503) 283-5510. . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 TradeWind Inflatables (949) 574-8667.. . . . 41

SERVICES Boat Insurance Agency (800) 828-2446.. 38 Dona Jenkins Maritime Documents (619) 223-2279. . . . . . . . . . . . . . 33 Gallery Marine (206) 547-2477.. . . . . . . . . . . . 40 GEICO Insurance (800) 283-2883. . . . . . . CV2 Hotel Coral & Marina (866) 302-0066. . . . 33 Kozwel Boatworks (949) 456-9935. . . . . . . 35 Little Hoquiam Shipyard (360) 538-1622. . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Mariners Insurance Group (800) 639-0002 . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Port of Bremerton (360) 373-1035. . . . . . . . 39 Port of South Whidbey (360) 221-1120. . . . . 41 Sterling Associates (619) 224-4466. . . . . . . 52

Sea Editorial and Advertising Offices, 18475 Bandilier Circle, Fountain Valley, CA 92708-7000; (949) 660-6150, seamagazine.com. Sea: (ISSN 0746-8601, USPS 766790) is printed in the U.S.A. and published 5 times a year at 18475 Bandilier Circle, Fountain Valley, CA 92708-7000 by Duncan McIntosh Co. Inc. Periodicals Postage paid at Santa Ana, CA 92799 and at additional mailing offices. Editorial contributions are welcome. Please submit all contributions to the editor, ac companied by return postage. We assume no responsibility for loss or damage of unsolicited materials. Sea retains reprint rights, via print and electronic media. Contributor retains all other rights for resale, re-publication, etc. Each contributor to Sea Magazine personally warrants the accuracy and veracity of his or her own work. POSTMASTER: Please send change of address to SEA, P.O. Box 25859, Santa Ana, CA 92799-5859. SUBSCRIPTION SERVICE: Canada Post: Publications Mail Agreement #40612608 Canada Returns to be sent to Bleuchip International, P.O. Box 25542, London, ON N6C 6B2. Please send all subscription correspondence to SEA, P.O. Box 25859, Santa Ana, CA 92799-5859. Please allow at least six weeks for the change of address to become effective. Include both your old and your new address—enclosing, if possible, an address label from a recent issue. SUBSCRIPTION PRICE: U.S. and its possessions, $16.00 per year. Additional postage for Canada $15.00 per year and other foreign countries $55.00 per year; single copy price $5.00 in the U.S. only; back issues, $8.50 (in the U.S. only) includes postage and handling. Sea is a registered trademark of Duncan McIntosh Co. Inc. Copyright © 2020, all rights reserved. PERMISSIONS: Material in this publication may not be reproduced in any form without prior written permission. This index is provided as a service. The Publisher does not assume any liability for errors or omissions.

• VOLUME 112 NO. 2

56 SEAMAGAZINE.COM JUNE/JULY 2020

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