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THE POWER CRUISING AUTHORITY

CONTENTS NOVEMBER/DECEMBER 2015

DEPARTMENTS

THE BOATS

AT SEA

8

PILOTHOUSE Model Boats

50

FISHER TRAWLER 38: SALTY DOG Jonathan Cooper

36

HOLIDAY GIFT GUIDE Mark Fusco

10

LETTERS

60

RACING SLOOP CONVERSION Dennis Caprio

42

5 DAYS IN THE ABACOS Capt. Chris Caswell

12

NEWS & NOTES 66 NEW BOATS Helmsman Trawlers 43 Pilothouse Jonathan Cooper

MIKELSON 43: DOUBLE-IDENTITY Bill Jacobs

56

28

ATTACK OF THE CONCH David Hensel

30

SEAMANSHIP Wintering in the Bahamas Rudy & Jill Sechez

TECHNICALITIES TROUBLESHOOTER Fiberglass Repair Steve Zimmerman

24

ELECTRONICS Meet The Sirius Signal E-Flare Ben Ellison

96

THE RIGHT STUFF Fiberglass Patch Steve Zimmerman

Jonathan Cooper

18

COVER PHOTO Fisher Trawler 38 by Jonathan Cooper

2 passagemaker.com November/December 2015

Viewfinder YOUR PHOTO HERE Love to shoot pictures? Want to share your adventures?

Send us your favorite high-resolution photos and a short description, and we’ll showcase our favorites in our new section, Viewfinder.

For consideration, email: editor@passagemaker.com

Mark Fusco

Ah, Newport. Despite the mansions that line this Rhode Island waterfront, Newport is a seatown, and a salty one at that. Next time you’re around, take a stroll past the high-end marinas and you’ll find piers with workboats tied-to three boats deep bustling with men and women in flourescent, waterproof overalls. Take a walk through the lobster pots stacked high enough to create a corn maze and you can catch a glimpse of how a first-rate seaport functions—you won’t be let down.—Mark Fusco

4 passagemaker.com November/December 2015

LAT. N 38˚ 58.180 LONG. W 76˚ 28.544

THE

POWER

CRUISING AUTHORITY

EDITOR-IN-CHIEF Jonathan Cooper, jcooper@aimmedia.com CREATIVE DIRECTOR David Pollard, dpollard@passagemaker.com SENIOR EDITOR Dennis Caprio, caprio.dennis@gmail.com ASSOCIATE EDITOR Mark Fusco, mfusco@passagemaker.com SENIOR ELECTRONICS EDITOR Ben Ellison, ben.ellison@panbo.com TECHNICAL EDITOR Nigel Calder, nigel.calder@gmail.com CONTRIBUTORS Milt Baker, Jay & Karen Campbell, Joe & Susan Chilberg, Mark & Diana Doyle, Bill Jacobs, Christina M. M. Norris, Larry O’Keefe, Gary Reich, Rudy & Jill Sechez, Carolyn Shearlock, Peter Swanson, Richard Thiel, Brooke & Dee Williams, Steve Zimmerman WEST COAST EDITOR EMERITUS Bob Lane (1935-2015)

SALES, MARKETING & EVENTS ASSOCIATE PUBLISHER Geoffrey Leech, geoffrey@passagemaker.com EVENT SALES & LOGISTICS MANAGER Will Carlsen, wcarlsen@passagemaker.com ADVERTISING SALES ASSOCIATE Kieran Conaty, kieran@passagemaker.com WEB SALES ASSOCIATE & AD TRAFFIC COORDINATOR Vicky R. Shoemaker, vshoemaker@passagemaker.com BUSINESS MANAGER Pam Batchelder, pbatchelder@passagemaker.com

GROUP PUBLISHER, GENERAL MANAGER Gary DeSanctis VP, GROUP EDITORIAL DIRECTOR George Sass Jr. VP, MARKETING & EVENTS Jennifer Jones GROUP CREATIVE DIRECTOR David Pollard EDITOR-AT-LARGE Mary South DIGITAL DIRECTOR Ian Bowen PRODUCTION MANAGER Sunita Patel TRAFFIC COORDINATOR Chris Cirilli SR. PRODUCTION COORDINATOR Briana Smith PRODUCTION COORDINATORS

Jennifer Williams, Jason Laliberte GROUP BUSINESS MANAGER Linda Cavanaugh BUSINESS OFFICE MANAGER Kathy Moisa GROUP CIRCULATION DIRECTOR Stephanie Flanagan GROUP FUFILLMENT MANAGER Natale Russo CIRCULATION MARKETING MANAGER Matthew Boyles IT MANAGER Elaine Cirillo IT SUPPORT Collin Dehnert

EXECUTIVE CHAIRMAN Efrem Zimbalist III CEO & PRESIDENT Andrew W. Clurman SENIOR VP & CFO Brian J. Sellstrom SENIOR VP, OPERATIONS Patricia B. Fox VP, CONTROLLER Joseph Cohen VP, FINANCE Craig Rucker VP, RESEARCH Kristy Kaus VP, IT Nelson Saenz DIRECTOR OF RETAIL SALES Susan A. Rose

HEADQUARTERS: 105 Eastern Avenue, Suite 202, Annapolis, MD 21403. Tel: 410-990-9086 SUBSCRIPTIONS: 800-925-8683 Editorial: We encourage your comments as well as articles and photos. Unless you instruct us otherwise, we will keep your submissions on file. We reserve the right to edit submitted text. We cannot assume responsibility for loss or damage, but we will be careful with your material. Direct all editorial inquiries and submitted materials by email to Mark Fusco, associate editor, at mfusco@aimmedia.com. Material in this publication is the copyright of Cruz Bay Publishing, Inc., or its contributors and cannot be reproduced in any form without written permission. Printed in the USA. Copyright 2015 © Cruz Bay Publishing, Inc. All Rights Reserved.

Advertising: Contact PassageMaker Magazine, 105 Eastern Ave., Suite 202, Annapolis, MD, 21403. Phone 410.990.9086, fax 410.990.9094, or email Geoffrey Leech at gleech@passagemaker.com.

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From the

Pilothouse Completion Compulsion

A

Wheelhouse showing the tiny scale.

The offending copper bottom.

For months I would stay up late—clocking in well past midnight— carving, whittling, fairing, painting, assembling. The early stage (I refer to it now as the optimistic stage) was going well. Growing in confidence, I scratch-built deck hatches, even carved out the recessed cockpit, which was optional. The biggest challenge was the scale. As every 1/8-inch on the model represented one foot in real life, the schooner was small, but her parts were minuscule.

The bulwarks were carved to a uniform 1/16-inch thickness and Phantom’s blocks were half the size of a lima bean.

After painting the hull matte black and carefully adhering hundreds of 1/8-inch x 3/8-inch copper tiles to her bottom, I erred by peeking online to see how others had finished the same kit.

Seeing example after example of perfectly built Phantoms, I realized that my copper pattern (made of diced copper tape) was wrong.

To make matters worse—as if to point the accusatory finger of hubris at me—the tiles were already peeling away from her hull.

At this stage, I’d like to say that I removed all the tiles and carefully re-applied them following the correct convention. But I did not. The model remains untouched in its makeshift cradle, a thin 8 passagemaker.com November/December 2015

Handsome, simplified silhouette of the New York Pilot Schooner.

How Phantom sits today, unattended.

layer of dust coating the unfixed hatches, bollards, and other loose parts that are strewn about her decks. In Phantom’s wake—or lack of wake—lie a few boxes purchased during the optimistic phase; a Gloucester and Bluenose schooner, and a cute working tug.

I am resolved to return to complete Phantom, even if the end result is imperfect. Like starting any new hobby, mistakes are part of the deal. But on second thought, I might make a move on that tugboat first, since there’s no copper bottom and very little rigging to get in my way. Q

Editor-In-Chief editor@passagemaker.com

Jonathan Cooper

few years ago, I bought a scale model boat kit. She was based on a New York Pilot Schooner built in 1868.

Phantom’s graceful shear, black hull, and coppered bottom appealed to my old-geezer aesthetic, but I also admired her history. In March 1886, Phantom and another schooner rescued 852 people from the passenger liner S.S. Oregon, whose hull had been breached and was sinking 18 miles off Long Island. All of the passengers and crew were recovered alive.

At a scale of 1:96, Phantom’s 108-footh length meant that she measured just 13½ inches, bowsprit-to-transom. This kit was designed for beginning modelers, with the hardest part of the ship partially finished: A pre-carved solid wood hull that spared me the skill required to lay planks.

The kit’s guide recommended the sequence, from shaping the hull to decking, painting, rigging … even building the finished masterpiece its own display case. Pages and pages of blogs, message boards, and forums couldn’t be wrong: There was undeniable fun in bringing model ships to life.

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Letters to the Editor TROUBLESHOOTING SCOOP With regard to the Troubleshooter article in the April 2015, issue of PassageMaker.

Steve Zimmerman talks about a situation in which forward-facing or directional scoop strainers could allow sea water to back into the muffler and to the engine.

I am interested in getting his opinion on whether a single engine (Ford Lehman) on a CHB Trawler could have the same results as on a twin-engine vessel as described in the article.

I recently had a raw-water pump drive break on my engine, which caused overheating. The engine would start, and I had to be towed 23 miles to a port.

Upon arriving at the dock, my engine would not start. After initial analysis, the company mechanic removed the head to find salt water in the cylinders. The muffler and exhaust were nearly full of water. Could this have been as a result of the tow? Would circumstances such as this be more often than a rare occurrence?

—Jim Dougan British Columbia, Canada Jim, sorry to hear about your mechanical difficulties. I hope the problem was addressed quickly with no damage to your Lehman.

Given your description it is certainly possible, and in fact likely, that the tow caused the water intrusion. I would be curious to know if your engine intake seacock is fitted with a directional external scoop strainer. As mentioned in the article, these strainers are designed specifically to force water into the cooling system. When being towed the strainer will apply pressure into the raw-water system. A number of factors combine to determine whether or not this will lead to a problem: the position of the raw-water pump relative to the waterline, the condition of the pump and impeller, and the speed of the tow through the water (as opposed to over ground). A powerboat under tow without a running engine experiences the same conditions as a sailboat under sail with the engine off, and for this very reason sailboats are not fitted with scoop strainers.

Once the water forces its way past the impeller, it then flows through the engine’s raw-water circuit, finally dumping into the exhaust elbow. From there it runs down to the lift muffler. Eventually the muffler fills up and then the water level starts to rise equally in the intake and discharge exhaust hoses. Finally it rises up the elbow and then spills over into the engine. The muffler and the hose provide the telltale indication of what happened: If you pull the hose off at the muffler, water will spill out of the hose and the muffler will be full of water.—Steve Zimmerman

SOCIAL ANXIETY In last month’s ShopTalk, Navionics president Guiseppe Carnevali makes the case for vector charts boosted by boater’s “crowd-sourced” input called SonarCharts.

I rely on Navionics vector charts every time I go out on the water. He is right that in some locations SonarCharts may be all some cruisers will have to navigate with, but I am not sold yet on the accuracy of depths provided by other boaters.

How does the company know whether the depth information it receives from participating boaters and displays on the electronic charts is the depth from the surface, depth below the keel, or depth below the transducer? Big difference 10 passagemaker.com November/December 2015

in thin water. Maybe I am missing something, but I find that most boaters don’t have a clue what their keel offset setting is.

—Robert Brudno Gibson Island, Maryland Mr. Brudno makes a very valid point. The difference between statistics and big data is that statistics are about achieving accuracy from the smallest possible sample of accurate data, whereas big data are about achieving accuracy by processing the largest possible amount of data, although they are all known to be randomly wrong. Similarly, in the case of hydrography, the classic way was to use as

few soundings as possible, measured with very precise instruments by very skilled hydrographers, and at a very high price.

The new way is based on getting orders of magnitude more soundings, all randomly wrong, which once processed through sophisticated mathematical algorithms (not just an elementary average) that take into account the tide and the offset (without relying on what the user says), to achieve a level of accuracy that is not only superior to that of each instrument used in the process, but also superior to the single soundings taken the old way.

The caveat is that to use the big data approach you need a lot of soundings.

The strength of crowd sourcing is in the massive volume of data that we can receive and aggregate: The more data is collected, the more accurate the chart becomes.

Currently, Navionics is collecting in a day about three times the number of soundings that an average national hydrographic office collects in one year, and the disparity is growing exponentially.

But I do agree with Mr. Brudno that it all must be taken with a lot of care. While the shape of the bottom structure becomes accurate with relatively few soundings, the depth is a different story. Do not expect to use any chart, including the SonarChart, to get safely through thin waters. Your depth sounder should always be at the front of your mind as depths are everchanging and for countless reason.

The bottom line continues to be that every generation of new tools, including GPS and the SonarChart, improve a lot over the previous generation, but using them blindly is a recipe for disaster.

Prudent mariners should continue to use and compare multiple sources of information, and use good ol’ skill and wisdom, to boot.—Guiseppe Carnevali

CORRECTIONS We erroneously referred to Outer Reef as Ocean Reef in last month’s News & Notes. Outer Reef is working on the launch of two very exciting projects— the Trident 550, a coastal cruiser, and the Nautilus 440, a handsome power catamaran, both designed by Ward Setzer. www.outerreefyachts.com www.nautiluspowercats.com

News & Notes

BY JONATHAN COOPER

SSCA OBTAINS NEW FCC LICENSE TO BENEFIT CRUISERS

W

hen Glenn Tuttle was asked to join the Board of Directors at the Seven Seas Cruising Association (SSCA), he thought to himself, “how could I combine my passions, cruising and radio communications, and serve the SSCA?” Tuttle realized that perhaps he could make useful contributions to the organization and the cruising community by promoting the use of radio communications among cruisers.

A full-time liveaboard for over 30 years, who’s cruised in remote areas of the southern and southwest Caribbean, spending months at a time at anchor without cellular service or Internet access, Tuttle realizes the importance of having HF/SSB radio aboard cruising vessels. Although a satellite phone is a great resource (he used an Iridium phone during his cruising in the Caribbean), it is not a replacement for an HF/SSB radio. This was proven last summer when Tuttle was involved in the rescue of two Bahamian fishermen.

Tuttle suggested to the SSCA Board that they establish an SSCA Voice Service (not a formal net) on the HF radio band to assist cruisers in remote locations, who are without cellular or internet access, in order to relay priority and emergency information and to provide any vessels needing assistance with additional resources.

12 passagemaker.com November/December 2015

Assistance can include radio checks, float plans, telephone contact with family/friends, boat-to-boat relays, access to medical or mechanical professionals, marinas, Internet searches, or other assistance that he might be able to provide to cruisers in remote areas or offshore.

All vessels are welcome to participate in this service provided by the SSCA. However, in order to reach the far corners of the Caribbean and beyond, a land-based radio and antenna system is needed, similar to the excellent system used by Chris Parker of the Marine Weather Center. Such a radio station, operating on the marine bands from a land station requires a Public Coast License from the Federal Communications Commission.

The SSCA is pleased to report it was successful in obtaining such a license, and is now authorized to operate under the call sign “KPK” from Tuttle’s Florida home. Tuttle has erected a 70foot tower with a rotational directional beam antenna tuned for the 8 Mhz marine band, which will effectively reach the entire Caribbean and beyond.

The SSCA welcomes any comments and suggestions from cruisers regarding this proposed service. The FCC license authorizes the organization to operate on 8.104, 8.137, and 8.152. At this time, they are standing by between 0700 DST (1100 UTC) And 0730 DST (1130 UTC) on frequency 8.104 for any vessel needing the assistance of land-based resources.

Additionally, they are considering standing by after the Cruiseheimers morning net on 8.152 is concluded (except days when they have a tech net, etc.), and after the Doo Dah evening net on 8.152, to assist any vessel with land-based resource assistance.

The SSCA is also authorized to operate on 12.350 and is considering expanding Tuttle’s antenna array to include that frequency. Please send any suggestions and comments to: SSCAVoiceNet@gmail.com —GT

Glenn Tuttle

Glenn Tuttle’s communications getup at his Florida home. This is fed by a 70-foot tower with a rotational directional beam antenna.

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News and Notes

DERELICT CRACKDOWN Open your favorite search engine and type the following query into the search field—crackdown on derelict boats—and press the enter key. The first page of a Google search yields articles published in regional press as far-ranging as the Pacific Northwest, Florida, South Carolina, Chesapeake Bay, Massachusetts, and Trinidad. This is just the beginning of a long list of worldwide efforts to scuttle the problems posed by derelict boats.

The abandoned boat—commercial or pleasure craft—is not a new problem, but there is growing momentum for regional municipalities to take serious steps to not only remove and destroy these vessels, but also to charge the vessel’s owner with criminal negligence.

The least of the municipalities’ concerns are that these sunken or semi-submerged vessels are eyesores to otherwise beautiful waterways. Major concerns range from the potential environmental impact of toxins leaching into the ocean, to the

obvious navigational hazards posed by unmarked vessels that are difficult or impossible to see.

Another key issue is the high cost of salvage, which can exceed six figures for some vessels—and in the infamous case of the 80-foot tug, Tilly, which sank in shallow waters off Key West, the salvage and tow costs are estimated to exceed $500,000.

Unfortunately, Key West’s Monroe County receives merely $250,000 per year to dispose of derelict vessels.

In Charleston, South Carolina, the regional government is taking an incremental approach to the area’s derelict problem.

Combined with $30,000 of city funds, Charleston was able to earn a $104,000 grant from South Carolina’s Department of Health and Environmental Control, as well as an additional $75,000 from NOAA to clean up the Ashley River. Charleston used the funds to hire a private contractor to begin removing derelict vessels, and intend to remove at least 10 of the 15 or more vessels along a mile-long section of waterway.

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Derelict fishing boat at Great Harbour Cay in the Bahamas.

News and Notes ELLING LOOKS UP Neptune Marine Shipbuilding in the Netherlands has announced an addition to their line of Elling E-series motoryachts.

The new model, dubbed the E6, will build on their line of semi-displacement, highefficiency cruisers established by previous models, the E3 and E4, starting with their first launch in 1997.

The E4 model was marketed with the assistance of a YouTube video that shows an intentional capsize of the yacht at Neptune’s facilities with their CEO Rendering for the upcoming E6, a line of fiberglass motoryachts from Neptune Marine’s Elling brand. still aboard to prove the vessel’s selfMeasuring 65 feet LOA, the new boat is the largest of the Elling line and will be capable of crossing oceans. righting capabilities.

The E6 will follow the same aesthetic capable of transatlantic cruising, the new model figures to be a and build techniques as her sisterships, but will be stretched quiet and able passage maker. and widened to 65-feet and 17½-feet, respectively. From the Included in the base model is an auxiliary engine, power to drawings, it is the prettiest of the E-series, because she carries top speeds of 18 knots, and she is built to Category A – Ocean her freeboard and house with a better proportion than the Going standards. Accommodations, plans, and further specs smaller models. With an advertised decibel level of just 70 dB(A) available at www.elling-yachting.com. Q in the saloon and pilothouse, combined with its projected range

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Troubleshooter

BY STEVE ZIMMERMAN

Essential Fiberglass Repair Skills For Cruisers So, it’s finally happened, you hit something. Here are the tips and tricks you’ll need to keep your cruise going.

Each of these resins requires the addition of a catalyst. Follow instructions carefully, and be wary of any advice that conflicts with information provided by the manufacturer. If you have never mixed resin, it might pay to practice by catalyzing a small amount, brushing it out on a scrap piece, and seeing how quickly it “kicks.”

You’ll need working time, especially in the summer sun, and the resin must stay liquid long enough to wet out the fabric.

A

customer called the yard recently to discuss an incident going through a lock on the Erie Canal. The fiberglass anchor platform overhung the end of the lock just enough to rest on the lock’s gate. When the water went out and the boat lowered, the pressure increased on the anchor pulpit until the fiberglass cracked. These things happen, and something similar could happen to you. Luckily, despite its many vices, fiberglass can be repaired in the field. Armed with some knowledge, the right materials, and protective gear, you might be able to perform a repair that will keep the cruise going. If you intend to have the repair professionally redone or refinished at a later date, make it strong and reliable first and take care of the aesthetics when you’ve finished the cruise.

RESIN CHOICES Fiberglass consists of a matrix of catalyzed resin and fabric. For the repair, you have a 18 passagemaker.com November/December 2015

choice of polyester, vinylester, and epoxy resins. Chances are good that your boat was built using polyester.

Polyester works well for building boats, but is a poor choice for repairs. It bonds chemically to itself, but only when the resin is relatively fresh. That bonding window closes within about a week, which rules out using polyester for any repair.

Vinylester (VE) resin bonds effectively to cured polyester and has higher strength. In my boatyards, VE is our goto resin for repairs and we prohibit the use of polyester. Unfortunately, VE is less commonly available at non-marine vendors, but if you can’t locate VE, you have another option: epoxy.

Epoxy resin provides the highest strength of the three choices, and the most reliable adhesion. On the other hand, epoxy’s viscosity renders it more difficult to use with fabrics. More widely available than VE, epoxy might be your only locally available choice and will work very well.

PREPARATION Working with composites exposes you to hazardous materials and irritants. Grinding fiberglass while wearing a tee shirt on a hot summer day will leave you itching miserably. You will need several pairs of latex gloves, disposable Tyvek coveralls, an organic vapor respirator (wear it when working with the resin), a dust mask (wear when sanding or grinding), and goggles.

You will also need rags, plastic mixing cups, throw-away paint brushes, and stir sticks (tongue depressors work great).

Typical repairs might involve a hole in the hull above the waterline, a gash in the deck, or a cracked part, such as the bow pulpit mentioned earlier. In each case, the preparation will be the same. The first step requires grinding the damaged area to remove all loose material, and all gelcoat from the surrounding surface. For small repairs, a sanding disc inserted into

Steve Zimmerman

You will need two types of fiberglass fabric for the repair work; non-structural, like the chopstrand mat shown to the left, and structural, like the piece shown at right.

FABRIC SELECTION We can simplify the choices of fabric by identifying two basic types: non-structural and structural. Non-structural comes in the form of chopped strand mat—short fibers in random orientation. Structural can come in many forms, neatly oriented bundles of strands in a clearly defined pattern. For a permanent repair, you should always match the new fabric to the existing, but in the field, this may not be possible. Once you start laminating, you will combine the non-structural mat with whatever structural fabric you can buy locally.

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Troubleshooter appearance and protect the area from UV exposure. The laminate will be sticky and very difficult to sand due to clogging.

Wipe the surface with some acetone on a rag to remove residual chemicals and then scuff up the surface with some #80 grit sandpaper. The serious sanding will take place after we add filler.

Mix more of the same filler you used at the beginning of the process and

If you are performing this repair in the hot summer sun, heat can be a problem.

The resin might start to kick before you are finished. Try to work in the shade or early morning to avoid this issue. It only takes a few hours for the material to harden FINISHING UP At this stage the structural work is complete and the following steps will improve the

Bad ODORS TURNING YOUR WORLD

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22 passagemaker.com November/December 2015

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trowel it over the whole patch so that no laminate shows through. Once it hardens, you will sand it smooth. You can repeat this process as many times as needed to achieve a level of smoothness and fairness that satisfies you.

Clean the surface with some denatured alcohol and you are ready for paint.

Almost any paint will do; mostly you are trying to match the color and gloss of the surrounding surface.

TESTING YOUR WORK How do you know that your repair will hold? Did the resin bond effectively?

Did you wet out the fabric properly?

Questions like these might follow you as you continue cruising, keeping you from enjoying your trip. Fortunately, a simple trick can be used to test the effectiveness of your work.

Whether you are welding metal, gluing wood, or laminating fiberglass, the goal is the same: to make the repair as strong as the original material. We don’t want the repair to be the weak link. To prove our work, we can use a bond-line test. When you finish with prepping the repair area, apply a couple of strips of 2-inch-wide tape on top of the gelcoat, just in a small area at the edge of the repair. When you cut the fabric, make sure you include enough to overlap onto the tape.

When you wet out the laminate, do not apply resin to the portion of fabric over the tape. This small area will remain white and dry. Once the repair has hardened and before you spend any time making it look nice, you are ready to test. Grab hold of the fabric that is above the tape and pull for all you are worth. If the fabric frays, it means your resin matrix is adhering well. If the whole repair pulls loose, well, better to find that out now.

Although fiberglass’s ease of repair in the field is one of its virtues, other ways to make emergency repairs are available, such as the Sea Kits Patching Products offered by Wheelhouse Technologies (www.wheelhousetech.com).

With a little know-how, the right materials, and a sense of adventure, any cruiser can repair fiberglass damage well enough to extend a cruise safely and with peace of mind. Q

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Electronics

BY BEN ELLISON

Get Found—Batteries Included Sirius Signal Offers A Serious Alternative to Carrying Pyrotechnics.

T

he pitch is compelling. The $100 Sirius Signal SOS C-1001 LED “flare” isn’t just a floating SOS flasher that is visible at night, “up to 10plus nautical miles...for at least 6 hours.”

It is also the only such device that meets the U.S. Coast Guard requirements for an electric distress light. This means that the C-1001 can replace the three pyrotechnic flares that the Coast Guard requires on all U.S.-flagged recreational vessels over 16 feet operating in coastal waters, the Great Lakes, and many major rivers.

Given that the cheapest flare set costs about $33 and expires 42 months after manufacturing (and you might not want the cheapest since pyros are inherently dangerous to you and the environment), the Sirius substitute may be a no-brainer.

In addition, the Sirius Signal Distress Light kit also includes an orange plastic distress flag, so that it completely meets the 24 passagemaker.com November/December 2015

Coast Guard requirements for day and night visual signals. All of this comes from the mind of company co-founder Bob Simons, who spent 35 years conducting Vessel Safety Checks as a volunteer Coast Guard

Auxiliarist and reports that the most common inspection failure is expired flares.

That, and a partner with manufacturing and lighting expertise, is how Sirius Signal came to be.

Fairly simple in design, the SOS C-1001 is powered by three C batteries, and can operate for a continuous 6 hours. The kit also comes with a flag, which satisfies the need for a day signal.

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Electronics The 36- by 36-inch distress flag seems well made, consisting of two plastic layers sewn together and linked with brass grommets so it can be clearly and easily displayed (black square over black circle, the preferred orientation).

161.013 for the actual electric distress light standards. The requirements seem pretty complicated, particularly in terms of light intensity, but what is obvious is why other existing electronic flares cannot be selfcertified by their manufacturers.

GUIDING LIGHT The LED flare itself also seems well made and quite simple in design, aside from the diode’s little circuit board. There’s only one light mode and to activate it you just screw the lens/cap a turn or two tighter, much like a flashlight. Being slightly skeptical about this type of “switch,” I shook the deactivated light vertically and even banged it down hard while holding it upside down. Much to my delight, it did not light up accidentally, and it appears to remain waterproof in the “off ” mode because there are two wellspaced O-rings protecting the ingress area just below the body threads.

I have not tried this distress light in realistic conditions but I can tell you that the single Cree LED and the molded lens combined are too bright to look at closely, even in a lit room, and that while the light is particularly focused on the horizontal plane, there’s also a skyward component for aircraft. The Morse code SOS signal has effective pauses between the letters, making the message easy to understand.

ALTERNATIVE OPTIONS The Ocean Signal EFD1, for instance, looks like a very effective LED distress light. Besides SOS signaling with a “range up to 7 miles,” it has three other useful modes as well as the ability to test the state of its lithium battery. However, it does not meet 46 CFR 161.013 standards because it cannot float in fresh water with the lens surface at or above the surface, and also because its light is red, not white.

An Ocean Signal representative recalls that the color red was chosen because, “it’s better to distinguish as an emergency signal [and also because red LEDs] have a higher actual light output, both measured and perceived.”

Which brings us to the point that there may well be a difference between the safety equipment that you’re required to carry and the additional safety equipment that makes sense for your particular boating situation.

Another LED flare contender is the Odeo MK3 ($185 at Landfall). The previous MK1 model was a trailblazer in the field of electronic distress devices.

I was also impressed with ACR’s new Aurora pyro flares when I saw them demonstrated in Miami, and I think that pyros can be more effective in certain circumstances. The Boat U.S. Foundation has good info on pyro flare types and uses, though I believe I found the final words on visual distress signals in Practical Sailor.

Frank Lanier began a review of the Odeo MK2 thusly: “Like winning lottery tickets and accurate head shots during the zombie apocalypse, visual distress signals are one of those things you just can’t have too many of.”

I couldn’t agree more. Q

LIGHT RULINGS For reference, the rules that apply to electronic flares can be found in 33 CFR 175.130, which then references 46 CFR

The Odeo MK3 (above) and the Ocean Signal EDF1 (left) both offer alternative options to the Sirius Signal, to a point. Both are effective distress signals when viewed from a distance, but because both utilize red lights, they won’t fufill the Coast Guard requirements for electronic signals, and therefore cannot replace the pyros on your boat.

26 passagemaker.com November/December 2015

In addition to serving as PassageMaker’s Senior Electronics Editor, Ben Ellison writes and maintains Panbo, a blog dedicated to the latest and greatest in marine electronics. Visit www.panbo.com for more.

NEW BOATS

By Jonathan Cooper

HELMSMAN TRAWLERS 43 PILOTHOUSE

Above: Three-quarter view of the Helmsman 43â&#x20AC;&#x2122;s workboat-style wheelhouse and easy-access steps to her flybridge from port- and starboard-side doors.

Below: Like the lower helm, the flybridge offers captains unobstructed, over-the-bow visibility; The saloon takes advantage of full-beam width abaft the pilothouse steps, and a day head provides relief for guests who may be bunking at the convertible dinette, which can be cordoned off with a curtain.

28 passagemaker.com November/December 2015

owered by the same Cummins QSB 6.7 common-rail engine that drives the QUICK HITS Helmsman Trawler 38, the newer 43 improves upon its brethren with upgrades to accommodations and storage capacities, providing an additional cabin and greater range for owners. For anyone familiar with the Helmsman Trawlers line, the boats feature tried-and-true design qualities that are shared with an entire history of working boats: a low-rise pilothouse with reverse-rake windshield, substantial freeboard, and a high bow. The freeboard is apparent as you tour from stem-to-stern while enjoying headroom clearances throughout of 6-feet, 10-inches.

The 43 features a full-beam saloon and galley combination that can be converted into private sleeping quarters. The saloon table drops to become a queen-size berth and owners can hang a privacy curtain (provided by the manufacturer) that divides the saloon in half, lengthwise, allowing guests their privacy while still making the galley, pilothouse settee, and the helm accessible. The curtain encompasses the berth as well and creates one of the best features of the 43: A day head is tucked forward and to port but still feels private despite its proximity to the main dinette. In all, the boat handles seven adults comfortably, though the second, dedicated cabin will benefit from a rework, according to Helmsman Trawlers’ Scott Helker, who says they have already implemented a design change to increase the berth size and the floor space of the second cabin.

• Simplified moldings, fewer fiddles, and The 43 features traditional teak interiors, satin varnished by hand, with louvered door molded edges result in a cleaner interior panels, and a teak-and-holly cabin sole. There aren’t a mess of fussy fiddles and trim look with less fuss, easier clean-up, and a pieces, and the simplicity gives the overall look a classic, cozy feel without being dated. nice balance of contemporary with tradiSoft overhead panels are neatly installed and drop out for easy access to wiring runs. tional accents.

And to improve visibility from the saloon—and visibility aft from the helm—drop-down • A flip-up companion helm seat completes galley cabinets provide access to glassware and flatware. A TV cabinet (optional) in the L-settee in the pilothouse, affording the saloon hinges down from an overhead box. Taking advantage of the full beam, the one more seat as well as additional length saloon and galley feel borrowed from a much larger yacht. for a pilot’s berth for overnight passages or fidgety anchorages.

If I owned this boat, you couldn’t get me out of the pilothouse. With a neatly laid out helm and comfortable L-settee/table combination, cruising companions will never lack for vistas • The sturdy but lightweight mast is hinged or space for the occasional poker game, and the captain will never feel isolated. With the to easily recline for tight bridge clearances 43’s reverse-rake windshields there is no glare from electronics at the helm, providing better or covered moorages. visibility for safer nighttime passage. Port and starboard pilothouse doors make for simpler • Full-beam saloon (due to no side decks docking and communication with crew, though the owner of this boat spoke proudly of amidships) that can be partitioned with a single-handing through the Ballard locks. “Some people say it’s tougher handling without privacy curtain. With a day head (wet head) full walk-arounds, but we’ve had no issues so far and love the extra space inside,” says owner and drop-down saloon table the boat can comfortably accommodate seven adults.

Lee Stiles. One great addition to the pilothouse is an insert at the forward end of the settee that flips up, and with a 20-inch cushion, can convert to a long captain’s berth.

• Fuel efficient at 8 to 10 knots, a top speed Combined with her deep forefoot, sharp taper aft, low-deadrise transom, and hefty of 15 to16 knots are available with the 40,000-pound laden displacement, it is no surprise that the 43’s overall running feel is optional power. sturdy and stable. I wasn’t able to vigorously test the boat in seas, but at an 8- to 10-knot cruise (with the standard 250-horsepower LOA: 45’ BEAM: 14’ 2” engine), fuel consumption hovers around 3.5 gph. For owners DRAFT: 4’ 6” who need a little extra oomph, an optional engine package will DISPL.: 35,000 lb. push the 43 into the 15- to 16-knot range. At this owner’s typical FUEL: 500 gal. cruising speed, conversation was no problem in the pilothouse WATER: 200 gal.

POWER: 250 hp Cummins or saloon, registering 73 decibels underway.

QSB 6.7 The master cabin benefits not only from her generous beam CRUISE SPEED: 8 Knots carried fairly far forward, but also from the 43’s freeboard and RANGE: 1,000 nm* moderate bow flare, resulting in an inviting stateroom. The flybridge, Price: $479,000 base price; $530,000 as tested accessed from proper, secure stairways both port and starboard, Contact: can support a 10½-foot tender and sports a typical centerline helm www.helmsmantrawlers.com and L-settee combination. The boat that I tested had the optional *Assumes 10 percent reserve U-settee with high/low table and a starboard helm, which make for excellent topside entertaining. I had no issues with the visibility from the second helm and the hinged mast eases access to covered moorings and passing beneath low bridges. Q

Neil Rabinowitz

P

November/December 2015 passagemaker.com 29

Seamanship

BY RUDY & JILL SECHEZ

The Great Escape Not Ready To Mothball Your Cruiser For The Winter? Heading Down-Island May Be The Key To Dodging Hibernation, But Some Caution is Required.

TEMPERATURES Although you will see more fireplaces on the settlements in the northern Bahamas than those farther south, rarely will you need more than light jackets or sweatshirts 30 passagemaker.com November/December 2015

as temperatures seldom dip below 55 degrees. With that said, crews in exposed cockpits and pilothouses, shouldn’t skimp on heavier clothing options as winds underway can bring a chill despite the temperatures remaining relatively high.

Water temperatures also dip during winter months, sometimes forcing us to use wet suits while snorkeling or swimming. Even then we notice ourselves becoming chilled, often within 30 minutes of entering the water.

WIND Pilot Charts show that winds throughout the winter months are predominately from the northeast and southeast quadrant, force four, with calms only 3 to 4 percent of the time. Some years the wind tends to be consistently stronger than this. This explains why traveling anywhere is often a challenge.

In the northern Bahamas, cold fronts pass through, on average, every two weeks.

With the passing of a front, the wind shifts many times within hours, clocking to the south, then west, then north before

settling back into its prevailing direction.

This clocking is usually accompanied by rising winds and rain.

As fronts push south through the islands, they tend to dissipate, with few reaching as far south as the Exumas, typically only one every month or so. Not uncommon during the winter, gales and storms are usually forecast on marine weather frequencies. Otherwise, winter months in the Bahamas are dry and Bahamians that are dependent on cisterns, by necessity become parsimonious with their water.

Fog is rare, and according to Sailing Directions, it occurs at an average of four days per year.

CURRENTS Currents throughout the Bahamas are tidal-driven, reversing four times a day.

The tidal range is about 2 to 3 feet, with the higher end occurring during a new or full moon. During gales and storms, these heights are often exceeded. We’ve experienced much higher tides during a tropical storm, when the highs exceeded normal levels by three or more feet.

Rudy & Jill Sechez

W

eather makes winter the most challenging time of year to be cruising the Bahamas.

On the other hand, with understanding and preparation, it can be a safe and enjoyable way to avoid the cold months ahead.

As benign as cruising the Bahamas may appear, every experienced Bahamascruiser will admit that the boat, its gear, and its crew must be up to the task. No matter how short the distance is to get there, it still requires offshore passage.

Not only that, but once there, passages between island groups should also be considered as offshore passages. A limited number of well-stocked chandleries and qualified marine services make the cruising even more of a challenge if something goes wrong. Here are some helpful tips.

Seamanship

SEAS In areas that are buffered by land, as in much of the Sea of Abaco, seas seldom develop to any great extent and travel may be possible, albeit uncomfortable, during periods of high winds. Common sense must prevail as high winds anywhere must be treated with respect.

With a shift in wind, any protected shore can become a lee shore, and a cut,

32 passagemaker.com November/December 2015

pass, or inlet that is exposed to the wind or seas can become dangerously rough even if you are only traveling a short distance.

RAGES Severe breaking seas, or rages, can be extremely dangerous to boaters. In areas where ocean depths shoal relatively rapidly, such as the notorious Whale Cay and Loggerhead channels (located in the Abacos), huge seas can develop even if they originated in disturbances located hundreds of miles away.

Once a rage develops, the area becomes dangerous, and a stretch of water that is normally passable by the smallest of craft can become impassable even for large cruising yachts.

Though such sea conditions are often broadcast on local radio stations and cruiser nets, you may want to take a first-hand look before attempting a transit. If the evidence suggests that you should not continue,

turn around, go back, and wait for better conditions. Knock-downs, capsizes, injuries, and drownings are common among those who ignore the warnings.

HURRICANES Wintertime seldom sees the development of hurricanes, but a hurricane can still form and set its sights on the Bahamas during any time of year. The wise crew will accept this possibility and outfit their vessel accordingly.

As with all safety equipment, it is better to have it and not need it, than to need it and not have it.

NAVIGATION Official aids to navigation in the Bahamas are few and unreliable. In addition, many of the charts of the Bahamas are based on surveys conducted using equipment with much less precision than that of modern electronics. These two issues

Rudy & Jill Sechez

In narrow areas through which large volumes of water must flow—passes, inlets, cuts, or channels—the currents run quite fast.

Of considerable concern is when the wind opposes a current. The resulting waves can become large enough to be a hazard, especially to recreational cruising vessels.

Not only should this remain a concern while traveling within the Bahamas, it also needs to be taken into account if the Gulf Stream—a northbound, 4-knot current—will need to be crossed during your voyage.

water depth. In our personal experience, keeping an eye on these colors has saved us from countless groundings. The list is as follows:

Everything is better in the Bahamas, this latest in high-tech aids to navigation among them. Many charts of the Bahamas are based on old surveys. Be wary.

should scream out to the helmsman that electronic or paper charts should not be trusted nor blindly followed anywhere, but especially in the Bahamas. With the exception of traversing deep, hazard-free waters usually only found between major

island groups, navigation in the Bahamas is strictly by eye, and in some places, only with the sun shining brightly and high in the sky. Many guide and chart books provide a list of colors—some seemingly endless—to use in order to eyeball the

Isolated Brown or Black - Avoid or approach with great caution as this color often indicates coral heads or other dangers.

Wide Spread Brown or Black - Usually indicates weeds, though the depth is difficult to discern by color.

Yellow or White - Water depths are less than 3 feet.

Light Green - Water depths are 3 to 6 feet Dark Green - Water depths over 6 feet.

ANCHORING In the Bahamas, three types of bottom make up most of the anchoring fields: sand, weeds, and limestone.

For sand, any anchor that is suited for setting in sand should work, if sized to the boat for the maximum wind speeds

Our “rigid” tubes are used for storage, not holding air See us at: Ft. Lauderdale International Boat Show

November/December 2015 passagemaker.com 33

Seamanship

34 passagemaker.com November/December 2015

These wind roses for the Bahamas come from Pilot Charts, and they give a succinct view of how wind speed and direction are typically distributed at a particular location.

type of bottom in the anchorage, switch to one that is. Some common sense in these areas can go a long way.

In the Bahamas, reversing currents, shifting winds, and a host of tight anchorages all but demand that you carry at least two anchors, each one sized for the maximum wind speed and be of a design that excels in the type of bottom found in your cruising area.

FINISHING TOUCHES Guides and chart books go into greater detail or cover cruising the Bahamas more specifically, discussing food, customs and immigration, weather, medical and marine emergencies, historical information, route planning, fishing and regulations, ship’s stores and chandleries, marine services, cruiser nets, and much more.

And, do not forget to carry all applicable government publications— Coast Pilots or Sailing Directions, tide and current tables, lists of lights—and not just for the Bahamas, but for all applicable

waters for your entire trip.

Having these resources on hand, as well as a radio that can receive weather reports, will go far in making you independent of reliance on outside sources that may not be readily available when you need them.

If you plan to explore some of the more remote areas of the Bahamas or spend extended time on the hook, you’ll need a reliable dinghy, and a way to secure it, its engine, and oars against theft.

Most important, please be courteous to others when you tie up. When space is limited, the customary practice is to tie your dinghy to the dock with a long painter. This allows as many other dinghies as possible to access the dock.

Be aware that another long-standing custom is to leave the outboard in the down position to minimize the chance of damaging other dinghies.

Proper planning for all these factors should ensure your snowbird retreat is as enjoyable as can be, and we can guarantee you will never see a snowflake. Q

Rudy & Jill Sechez

and degree of exposure to seas that could be encountered.

Unfortunately, many boaters do not appreciate the consequences of ignoring the disclaimer that often accompanies an anchor sizing chart, such as, “for use in winds under 30 knots.” During storm-force conditions, anchors should be at least two sizes larger than indicated on the sizing chart, unless the manufacturer suggests differently.

In weeds, the only reliable anchor is the fisherman-style, such as Luke and Kingston models. For storm-force winds, these anchors are sized at two pounds of anchor per foot of boat length. All other anchors either will not set or will only dig into the weeds, but not into the seabed underneath.

Weeds do not have nearly the holding power that the seabed does, and to make matters worse, the anchor will not set in the denser, thicker, or longer weeds. As the wind picks up, the anchor will likely only drag along on top of the weeds.

For limestone bottoms, the only two choices for reliable holding in high winds are to auger a device into the seabed, or to use brute weight. Since neither choice is well-suited to a cruising boat, this type of bottom should be avoided unless someone has already installed one of the proper types of mooring. A few locations that are well known to have seabeds of limestone are man-made canals off the northeast corner of Grand Bahama Island, around the keys south of Bimini, and in some areas of Nassua Harbor.

In many anchorages, some captains will anchor to a short scope in order to shoehorn their boat into a small space.

While this works in settled conditions, longer rodes will be necessary if the wind picks up. In high winds, scopes as much as 10:1 may be required and you will need the room. If an anchor drags, letting out more rode may be just the solution, assuming both time and space permit you to do so.

Every anchor has its limits, and if additional rode does not solve the problem, then the anchor must be winched in and redeployed.

If the anchor is fouled, clear it; if the anchor is too small, switch to a larger anchor; and, if the anchor design is not well suited to the

KNOW WHERE. K N O W W H E N . K N O W H O W. With all the sophisticated systems and equipment onboard today, your boat can require 150 or more service and inspection tasks each year to maintain warranty coverage and ensure proper operation—a perplexing challenge. VesselVanguard tracks, presents and manages all of your boat’s maintenance requirements online and in our iPad app, with innovative features like integrated telematics and interactive deck maps.

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The Cruiser’s Guide to

Holiday Gifting

BY MARK FUSCO

GOSLINGS BLACK SEAL RUM

STEINER COMMANDER GLOBAL 7X50

Hailing from St. George’s, Bermuda, Gosling’s Black Seal rum is distilled using old-world techniques similar to that of cognac and grappa. The added effort yields a complex flavor featuring hints of butterscotch, vanilla, and caramel, without biting down too hard on your palate.

It’s the key ingredient to dark n’ stormy nirvana. Combine with lime and ginger beer in a tall, iced glass and you’ll be transported back to summer nights after a good cruise. Combine with a bow, and the gift wrapping is done for you. $23. Visit: www.goslingsrum.com

Featuring 7x magnification, these binoculars are internally sealed with compressed nitrogen so they’ll function in arctic ice and island heat without ever fogging. The icing on the optical delight is a built-in compass that displays below your field of view and lights up with the touch of a button for easy viewing in all light conditions. Built big and hefty, Steiners can withstand whatever wind, rain, and the occasional drop you throw at it. A worthy addition to any helm station, but not without a cost. $3,099. Visit: www.steiner-optics.com

36 passagemaker.com November/December 2015

Mark Fusco

Looking for some inspiration to treat the boat nut in your life this holiday season? Lucky for you (or them) there is no shortage of nautical knickknacks to help keep your soul at sea during the winter months and improve your time on the water this coming season. Should you happen to be the boat nut in question, might we suggest circling your favorite items in red Sharpie and leaving this magazine where it will be “discovered.” Inspiration comes in many forms, as they say.

SUUNTO CORE SPORT WATCH

TORQEEDO TRAVEL 1003 S We may not have gotten hover boards this year, as promised in “Back To The Future,” but we do have the latest from Torqeedo to make up for it. The fully electric Torqeedo can replace the 3-horsepower petrol engine on your tender with a green option that will eventually pay for itself. Weighing in at 30 pounds, the engine stows neatly into a duffle in seconds and there is no fuel or hoses to worry about leaking belowdecks. When in use, an onboard computer keeps a constant calculation of your remaining range. After cruising, the Torqeedo can be recharged via a 12V adaptor or via a solar option. The gift of a cleaner, greener, and quieter cruise. $1,999.

Visit: www.torqeedo.com

Sure, you’re cruising and the last thing you want to think about is the time, but the Suunto Core Sport watch is another animal altogether. The Core Sport packs a barometer, thermometer, compass, clock, small depth meter for snorkeling, and tons more, all into a casing just shy of 2 inches in diameter. A particularly attractive feature for boaters is a built-in storm alarm that self-activates should the watch record a rapid drop in air pressure over a three-hour period. Captains can also review a six-hour pressure graph to help predict when and if that storm is coming. The watch can also track time of day and knows whether to display an altimeter or barometer based on your movements. Wrapped in a waterproof seal good to 30 feet, it displays everything clearly on the customizable digital face. Available in black, white, or stainless steel and offers bands to suit nearly any fashion. A remarkable addition to your wrist that can save you from bad weather and ensure you never miss another golden sunset on the hook. $400. Visit: www.suunto.com

WEEMS & PLATH ENDURANCE 125 Salty and functional are the love potion for many boat owners, a combination Weems & Plath has captured in their Endurance line of instruments. Modeled after ship portholes and sporting vintage faces, the full line features a barometer, clock, and a comfortmeter, which tracks temperature and humidity. The housings, sold in both brass and chrome, are weatherproof and come with a lifetime warranty on both function and finish. When my family parted with our beloved downeast cruiser, my father made sure to salvage the Endurace Time & Tide clock from the saloon. Inside, outside, on a boat, or in a cubicle, the Endurance series is a welcome sight. $185.

Visit: www.weems-plath.com

She’ll love more storage.

This is the boat she’ll say dȐɕ to.

38 passagemaker.com November/December 2015

F I N D O U T W H Y O N P A G E 5 9.

WEEGO JS6 JUMPSTARTER

OLYMPUS STYLUS TOUGH TG-4 What good is an adventure if you can’t rub it in your friends faces later? Built for adventure, the TG-4 improves on past models by adding some serious photo capabilities like RAW support and a fast wide-angle lens, in addition to the camera’s ability to take a beating. This warrior of a camera can shoot crisp, bright photos and high-definition video up to a depth of 50 feet and withstand a 7-foot fall. Techies will be especially attracted to the camera’s WiFi, which allows users to nearly instantly upload and share adventures with their adoring fans.

In the sea of cameras that offer capabilities at the expense of ruggedness (or vise-versa) the Olympus is a breath of fresh air. $380. Visit: www.olympus.com

DEAD WAKE This one is for the armchair cruisers among us. Dead Wake, the most recent book from nonfiction writer Eric Larson, takes an unprecedented look into the last crossing of the Lusitania. Once the world’s fastest and most majestic ocean liner, the Lusitania fell victim to Germany’s U-boat campaign during World War I, much to the shock of the world. Her sinking has become a story that most have heard, but few actually know. Few nautical stories shaped the world in quite the same way as the last voyage of the Lusitania. $28. Visit: www.ericlarsonbook.com

The Weego appeared in our Paraphernautica column over the summer and continues to be one of the handiest devices tested. This model in particular, the JS6, has been used to charge phones, SLR cameras, and a laptop, sometimes simultaneously, yet it can fit into the back pocket of your jeans. Puny in size, the JS6 packs enough punch to kickstart a car, tender, or even a 2.4-litre diesel engine. Even when not in use, the Weego astounds, with the ability to hold a near-perfect charge while bleeding only 2 percent of the battery per month. This means the Weego will be ready when you need it most, and even has a built-in flashlight for when the lights go out. An ideal portable power solution for those on the go. $100. Visit: www.myweego.com

RAY-BAN NEW WAYFARER Beloved by culture icons since the 1950s, RayBan has created a slight update to its signature Wayfarer sunglasses. The New Wayfarer casts a slightly less dramatic eye shape, while the acetate frames retain the signature characteristics and prove to be comfortable and lightweight. Available in several lens and frame colors, Ray-Ban also offers both polarized and non-polarized options. Protect your eyes and give yourself a style upgrade. $180. Visit: www.ray-ban.com

She’ll love more space.

This is the boat she’ll say dȐɕ to.

F I N D O U T W H Y O N P A G E 5 9.

November/December 2015 passagemaker.com 39

FISH FLOAT SPHERE PENDANT The now-retired Anthony Correa is no stranger to nautical beauty.

For the past 46 years, his company A.G.A Correa has designed and handmade some of the finest-quality nautically inspired jewelry in its family-owned operation in Edgecomb, Maine. Now, Anthony’s son, Andy, has taken the company’s reins and continues to produce an array of bracelets, earrings, and cuff links that feature iconic knots—many of which are hand-tied—and other nautical notables.

Pardon the alliteration, but perhaps the crown jewel in the Correa stable is the Fish Float Sphere Pendant, for which Correa was just awarded a jewelry design patent.

As the legend goes, Norwegian fisherman used blown-glass spheres wrapped in rope as a fish bobber as far back as the early 1800s. Drawing from angler inspiration, the pendant features a 16-millimeter sphere of Aqua Chalcedony wrapped in an 18-karat gold chain using the same rope structure the glass floats would have used. The result is a simple, yet sophisticated, nod to nautical history. Correa also offers the fish sphere as a bracelet, earrings or necklace, but there is something sticking about the single sphere on its own. Each piece of Chalcedony will vary in color; as unique as the neck you’re decorating. $1,650. Visit: www.agacorrea.com

GOAL ZERO PORTABLE SPEAKER Aimed squarely at the most adventuresome audiophiles, the Rock Out 2 from Goal Zero allows you to take your favorite tunes to the most remote shores you can find. Designed to live life without ever needing a plug, the top-of-the-line version features a solar panel connected via USB. All the juice gathered from the sun feeds the onboard lithiumion battery, providing up to 10 hours of continuous play. Everything is surrounded in a weatherproof casing, so you don’t need to worry about leaving it on the beach while you drift off to Margaritaville.

Available in four colors. $130. Visit: www.goalzero.com 40 passagemaker.com November/December 2015

I couldn’t say how many hours I’ve spent at the office, how long I’ve dedicated to client meetings, working lunches and all-nighters. Which is why it’s so rewarding to be out here, where there are no emails, where the only meeting that matters is the hull and the water, and the only call is the ocean ahead.

Our Marine Lending Specialists have up to 30 years of experience. To learn more or apply, call 855.282.6564 or visit suntrust.com/marine.

Lending subject to normal credit criteria. SunTrust is a member of the National Marine Lenders Association.

SunTrust Bank, Member FDIC. ©2015 SunTrust Banks, Inc. SunTrust and How can we help you shine? are federally registered service marks of SunTrust Banks, Inc.

Get the Most out of Cruising this Bahamian Wonder

42 passagemaker.com Month 2013 42 passagemaker.com November/December 2015

Featuring a lighthouse and colorful waterfront houses, the resort at Hope Town on Elbow Cay is one of the prettiest anywhere in the world.

November/December 2015 passagemaker.com 43

IT

might as well have been New Year’s Eve in Times Square: mi Everyone was standing around repeating in unison the numbers on the digital monitor as it counted steadily downward.

4.1---4.0---3.9---3.8---3.7 and then a pause, as everyone held their breath. Then it started upward: 3.8---3.9---4.0. Cheers broke out on the bridge of our Moorings 514 power cat as the depth sounder showed we had tiptoed over the bar at the entrance to Black Sound on Green Turtle Cay in the Abacos at mid-tide.

Better than New Year’s Eve!

HOLY HOLIDAY Anyone who has chartered or cruised the Sea of Abaco knows that it is a plateau rising in mid-ocean, which means that it’s shallow. Really shallow. For those of us who do our boating off the coasts of the United States, we’re used to seeing readings in the hundreds of feet. Not three feet. This is more like the depth of dew on your car hood in the morning.

We were bareboating the Abacos for several reasons. First, to test the (shallow) waters in the off-season. Second, to try out the new Moorings 514PC, largest of its fleet of power cats. Third, of course, was to get away and explore new cruising destinations.

Prime season for the Abacos, whether you’re chartering or on your own boat, is winter when the temperature and breezes are mild, not to mention when most of America is shivering. Our adventure was in September and, yes, it was hot, hot, hot! High 80s with lots of humidity, and water like a baby’s bath. In fact, as you wade into the water, it’s hard to tell where air stops and water starts. But there is another drawing card.

As we approached Treasure Cay, we called ahead to see if we could get dock space, since this is one of the most popular marinas in the Abacos.

I could almost feel the dockmaster’s grin over the VHF when she said, “Sure, Cap’n, take any you want.” As we turned into the basin, I could see why she smiled: Most of the docks were

Photo credit goes here

Above: An ever growing sign post in Elbow Cay might point to home, but we like to think of it as a reminder of how far you’ve come to get to paradise. Below: The harbor at Man-o-War.

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Abacos Briefing Getting There: Several airlines fly direct from Miami, Fort Lauderdale, and Palm Beach airports to Marsh Harbour in the Abacos. BahamasAir has proven to be very good and reliable.

Weather: Mild tradewinds of 5 to 10 knots blow from the east or southeast in the summer and northeast in the winter.

Temperatures in the high 80s are the norm July through September, while temps are in the 70s from December to March.

Charter Costs: Season is the key, with the most expensive times during the Christmas/New Year’s holidays and into April. Low seasons are the warmer summer months from May to October.

Money: The local currency is the Bahamian dollar, which is on par with the U.S. dollar, which is widely accepted (though you’ll get change in Bahamian bills).

Cell Phones: Your cell service can provide international roaming, but there are many dead areas in the Abacos. Some charter bases offer prepaid cellphone rentals.

Legal: Passports are required of all visitors. You must return the immigration arrival card upon departure. Fishing licenses are not required, but spear guns are illegal and fishing/shelling in protected areas is prohibited.

Details: Even if you don’t rent a golf cart, remember that Bahamians drive British: on the left side. So look both ways when crossing streets. Electricity is 120v/60 cycle AC, so North American appliances are compatible but Euro appliances need converter/adapters.

What To Take: Everyone takes too much, so pare down. A couple of swimsuits (so one can dry), t-shirts, deck shoes plus reefrunners for beaches. Take nice shirts and shorts if you want to dine ashore. Don’t forget a good hat and polarized sunglasses to read the water.

More Info: Bahamas Tourist Board www.bahamas.com Abaco Life Magazine www.abacolife.com

empty and we had our pick of the litter. It’s a doubled-edged sword, since the off-season means that some marinas, resorts, and restaurants are closed as they repaint and refit. But you also don’t have hundreds of other boats fighting for the same mooring buoy, or long waits as tourists fill the restaurants. Your call.

Despite the seeming remoteness, the Abacos are just a one-hour hop by air from Florida. As we tucked into the Conch Inn, which is just steps from the Moorings base in Marsh Harbour, the social and business center of the Abacos, I remembered (warily) the Conch Inn that I knew from the mid-70s. This year’s model is a new creature, with airy rooms, powerful air conditioning, and hot showers.

We had dueling chefs for our adventure and, the next day, they quickly emptied Maxwell’s, the American-style supermarket, for our provisions. I should have bought stock in Maxwell’s first.

As has been our experience with the Moorings, our boat was impeccably cleaned and prepped, Travis provided a comprehensive briefing that covered everything from the best anchorages to local hazards, which included third rounds of Goombay Smashes at Miss Emily’s Blue Bee Bar.

THE ISLAND CHECKLIST Our first stop was Man-o-War Cay, which is notable for several things, not the least of which is that it’s a dry island with no booze sold or served. Not a problem, though, as our lockers were clinking merrily. You can drop the hook or pick up a buoy in either of the two harbors, but we opted for shore power, air conditioning, and an end-tie at the charming Man-o-War Marina where we rented a golf cart to explore the island. Man-o-War has a couple of must-sees (see sidebar on page 47) and we grabbed additional provisions we’d somehow forgotten at Maxwell’s.

The Abacos were settled by Loyalists fleeing the American Revolution in the late 1700s, and Man-o-War is well populated by the Albury clan, whose speech remains close to the real thing.

Distances are short in the Abacos (Man-o-War is just an hour cruise from Marsh Harbour) so we took our time heading north to Green Turtle Cay the next day. The end of Great Guana Cay had once been a stop for Disney’s cruise ships, with a faux pirate village ashore and a channel dredged for liners. That faded when the weather didn’t always cooperate, but the spoils from the dredging left a sizable, inviting islet. We anchored off, took the tender to shore, and browsed the beach for shells, finding a couple of nice conchs in the process.

Green Turtle Cay is where we did the sandbar-crossing countdown, before getting a T-dock at Roy Boles’ Black Sound Marina, again opting for the comforts of shore power at his leafy marina as well as access to a golf cart.

To reach Green Turtle Cay, you have to go through Whale Cay Passage, which has a formidable reputation for “rage seas,” a condition that arises when northerly or easterly swells suddenly climb onto the Sea of Abaco plateau. Whale Cay is what dissuaded the ocean liners from Great Guana Cay. On an earlier trip, I had seen 30-foot breakers turn the passage into an impassable maelstrom but, this time, we found mild conditions and were soon through the danger zone.

A word to both cruisers and charterers: don’t miss the Cruiser’s Net broadcast on VHF 68 everyday at 8:15 am (see Cruiser Info sidebar on page 49).

N LITTLE ABACO

GREEN TURTLE CAY WHALE CAY GREAT GUANA CAY

M HA AR RB SH OR

MAN-O-WAR CAY ELBOW CAY

GREAT ABACO

November/December 2015 passagemaker.com 45

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Aside from the thoroughly modern marina, Treasure Cay is entire Caribbean, stretching three-

An aerial view of Treasure Cay; one of our favorite stops.

46 passagemaker.com November/December 2015

famed for one of the best beaches in the and-a-half miles of pure white sand edged by a blue-green sea.

”

ABACOS MUSTS PIGS: Stop at No Name Cay to feed the swimming pigs, which will (sometimes) come to your boat to beg for fruit and veggies. Feed them on sticks and keep your fingers to yourself.

TOTES: Don’t miss the Albury Sail Shop on Man-o-War. Once a traditional sail loft, four generations of Albury women now make brightly colored canvas totes, duffels, briefcases, and more.

MODEL BOATS: Vert’s Model Ship Shoppe on the waterfront of Green Turtle is where Vertrum Lowe, who once ran cargo from Florida to the Abacos, now creates models of local boats from Abaco skiffs to four-masted schooners. Just standing in his shop is a step back in time to another era of craftsmanship.

GOOMBAYS: How can we not mention Miss Emily’s Blue Bee Bar in New Plymouth on Green Turtle Cay? It’s said she invented the Goombay Smash, which has been called the National Drink of the Bahamas. Now run by her daughter, Violet, the Smash combines fruit juice, pineapple, coconut, and lotsa rum. You’ve been warned.

ARTWORK: Joe Albury started carving models on a table under a tree in Man-o-War in the ‘70s, and his shop now has half-models as well as artwork from jewelry to ceramics and clothing. Out front, you may see one of his full-sized classic Abaco skiffs at the pier.

KEY LIME PIE: An absolute must is a fresh key lime pie from Vernon’s Bakery in Hope Town. Fluffy meringue, tart flavor, scrumptious crust. He also makes Bahamian bread that is like cake. He was out of pies when we stopped, but said to come back in 20 minutes and, sure enough, he’d made a key lime pie just for us. Charming.

November/December 2015 passagemaker.com 47

New Plymouth is the hub of three-mile-long Green Turtle, with Loyalist street names (Parliament and Crown) and brightly painted homes. There are must-sees here (sidebar on page 47), but our first stop (and very nearly our last!) was for a Goombay Smash at Miss Emily’s Blue Bee Bar. This, for Caribbean skippers, is an initiation rite equivalent to crossing the equator for Pacific voyagers: One Goombay means you’re no longer a landlubber. More than one means you’re crazy.

Our other goal at Green Turtle was to find fresh conch meat, as our crew was demanding homemade conch chowder. A word of warning: Preparing conch means pounding the conch endlessly with a hammer from your toolbox. Endlessly, or it won’t be tender. Be prepared.

We had a golfer aboard and Bob was getting fidgety from GDS which, of course, is Golf Deficiency Syndrome. So our course was set back through Whale Cay passage toward Treasure Cay on the main island of Great Abaco. This time, Whale was showing what it could do with just a 20-knot easterly, and it wasn’t pretty, with lots of holes in the road and white water as we carefully followed the precise course headings through the reef.

Just before the Whale Cay passage, we made a quick detour to visit No Name Cay, with its growing family of swimming pigs. Big Major Cay in the Exumas has long been famous for its nautical pigs, but No Name is now a contender. We saw a number of pigs ashore who came to the water’s edge to study us, but perhaps we looked more wine and cheesey than fruit and veggie. In any case, they stayed firmly landbound.

THAR BE TREASURE Treasure Cay is where we had our “take any dock you want” moment, and general manager Stephen Keppeler had arranged a golf fix for Bob, our linksman. This is the only public golf course in the Abacos and our golfer tells me it’s a fun one: a Dick Wilson-designed 6,985-yard course lined with island vegetation and cooled by tradewinds. Bob was soon bounding over the fairways in a loaner golf cart carrying loaner clubs.

The only thing missing, according to Keppeler, was a box of the local Kalik beer.

Aside from the thoroughly modern marina, Treasure Cay is famed for one of the best beaches in the entire Caribbean, stretching three-and-a-half miles of pure white sand edged by a blue-green sea. We were lured by another feature of Treasure Cay, however: the pool. And how can you not love a pool bar named the Tipsy Seagull? Since we were now hooked on anything with the word “Goombay,” we dined on delicious Goombay wings and burgers. And don’t overlook the pizza and fried chicken: Both are challengers to Domino’s and KFC. A tip to cruisers: If you’re visiting Treasure Cay in season, you might pick a dock away from Tipsy, which can be, umm, enthusiastic well into the night. In fact, Treasure Cay has a well-protected outer harbor for anchoring ($10) or picking up a mooring ($20), which includes full Treasure Cay privileges as well as a dinghy dock. Our charter clock was ticking, and we set off on a straight-line course across the Sea of Abaco, bending a bit as we neared Marsh Harbour to head for Elbow Cay. Unless you’re color-blind, Elbow Cay is hard to miss with the candy-cane striped lighthouse that can be found on everything from postage stamps to Bahamian currency. It’s one of the few lighthouses in the world that is still hand-wound and burns kerosene. You can climb the 101-steps (I’ve counted each one) to 48 passagemaker.com November/December 2015

Moorings 514PC Newest and now the flagship of the Moorings fleet of power catamarans, the 514 is big (25 feet wide!) and features four staterooms, each with en suite head with stall shower, plus a forepeak bunk if needed. Lots of room for everyone with big dinettes in both saloon and cockpit, plus a galley large enough for our two chefs to work together.

Niceties include a hydraulic transom platform for push-button launching of the tender as well as for use as a “beach” for swimming.

The 514 also introduces the “front porch” sitting area with tables to enjoy the breeze at anchor. The latest Raytheon GPS chartplotter, ample water and fuel tanks, and a removable bridge enclosure for wind and rain are frosting on the cake.

With twin 350-horsepower Yanmar diesels, the 514PC lifts her skirts when needed, but we kept her at 11 to 12 knots and sipped fuel, using just 101 gallons in the week, which included ample use of the 9kW Northern Lights generator. www.moorings.com

PASSAGEMAKER INFO Cruiser’s Net: Every morning on VHF 68 at 8:15 am, you get Barometer Bob’s weather, first-hand reports on passages such as Whale Cay, and it’s also a cheerful chat room covering everything from specials at local restaurants to garage sales. One morning conversation during our last visit we listened to outcry over the addition of a turn lane at the only stoplight on one island. Imagine!

Guide Book: We had the latest (2015) copy of Steve Dodge’s Cruising Guide To Abaco on board, and it never left the bridge while we were underway. Accurate and useful info, with photos and drawings of tricky areas. About $25 at White Sound Press, www.wspress.com

reach the 89-foot-high viewing platform.The reward is a great view over Hope Town and Elbow Cay. Once again, we opted for the dockside lifestyle at the posh Hope Town Inn & Marina, where Manager Aaron Knowles put us on a T-dock that was close to one of their two beautiful pools.

That pool may have been more important than the modern 50-amp service, at least to some of us. We were all eyeing the larger pool with its swim-up bar, but we decided to postpone that delight until we’d explored this quaint village. Hope Town Inn has its own shuttle service so we didn’t have to launch the tender and, for cruisers, they have mooring balls in the harbor with resort access.

Wandering the streets past the brightly colored houses, I had to wonder how they had survived Hurricane Floyd’s 155mph winds, but many of these homes dated back more than 100 years. We had rented a golf cart again because Hope Town is on our “musts” list, but it’s mostly good for the southern end of the island because the center of town is pedestrians only.

The strongest crew aboard walked into town to get the “must” while the wiser heads retreated to Hope Town Inn and sank into the pool’s cool water. That night, the sweep of the beam from the lighthouse lulled us to sleep. With regret, we returned our bareboat the next morning.

Once we got used to seeing “5”s on the depth sounder for hours on end, this was a relaxing and pleasant charter. Whether you want to snorkel amidst brightly colored tropical fish, beachcomb for conch shells, relax poolside at a resort, or loaf at anchor with a trashy novel and something rummy and cold, the Abacos have something for everyone. The most important thing we discovered is that, for cruisers and charterers alike, there is nothing “off ” about the Abacos off-season. Q

Top left: The Moorings 514 proved to be a more than capable boat for our adventures. Above: The waters in the Sea of Abaco are shallow just about everywhere.

Bottom: Interiors in the islands are as colorful and charming as the outsides.

Month 2013 passagemaker.com 49

The Turnaround of 50 passagemaker.com Month 2013

SALTY DOG

HOW AN UNCOMMON ENGLISH TRAWLER GOT A SECOND CHANCE. STORY & PHOTOGRAPHY BY JONATHAN COOPER Salty Dog nears the ferry landing at Orcas Island, Washington.

Month 2013 passagemaker.com 51

This Page: Detail of the starboard-side dorade and badge of Fairways Marine, a boatbuilder founded by David Skellon in Southhampton, England. Bottom: The Abrams family in West Sound, Orcas Island.

Opposite: Fisher Trawler 38 hull #10, Salty Dog, navigates between islands in West Sound. Inset: Brochure for the Fisher Trawler, designed as a fishing boat by Gordon Wyatt and converted to a cruiser by David Skellon in the early 70s.

hen Dave Abrams went house-shopping in San Marino, California, he never considered paying a premium for turn-key, Martha Stewart-level perfection. Instead he opted for less. Much less. According to Dave’s 16-year-old daughter, Allison, the home was in such a state of disrepair—and perhaps, even, disrepute— that she begged him not to pursue it. Dave’s wife, Amanda, and son, Daniel, stood behind Allison; three-quarters of a family united in protest. Despite the threat of mutiny, Dave closed on the property. And now, years later, no one seems to fault him for it. “That’s just him,” says Allison, “we’ve started calling him The Turnaround Guy.” Dave is just that. He is a value-seeker and an unabashed investor who is only intrigued by the out-of-favor, forgotten, and forsaken. Real estate, like their summer place on Orcas Island in the San Juan Islands, or companies, like his latest investment in Hawaiian-style clothing line, Reyn Spooner, Dave is always on the lookout for the buy-low option. So, when it came time to finding a boat, everyone in the family knew that there wasn’t a sparkling new yacht at the end of the rainbow.

Dave’s idea was to buy a family-friendly trawler that he could keep on Orcas Island in the summer months, and store on the hard in Anacortes, Washington, for the remainder of the year while they lived in California. He wanted a relatively economical boat that was safe, sturdy, and practical, but it also had to have a higher top-end speed when needed. The Abrams family’s cruising goals were simple: “We wanted to cruise locally in the summer, from Anacortes to the islands, using Orcas as our home base.

Nothing too much more ambitious than that. We just wanted to be out on the water.”

But it wasn’t quite as simple as that. Dave was set on acquiring another reclamation project, but he also wanted a boat that carried an unusual pedigree. He admits that an important factor in finding his downtrodden trawler was finding one that also turned heads. “I wanted to find a boat that wasn’t commonplace in every marina.” So the search began in earnest in 2006.

While browsing brokerage listings, Dave discovered a Fisher Trawler 38, hull number 10, in San Rafael, California. The U.K.built boat could be had for a song, so Dave flew up from San Marino to get a closer look. It fit all of his criteria: She was filthy, weather-beaten, unloved, and she was unusual, handsome, and priced just right. Dave could see her potential through her rough exterior, turned to his broker and said, “Now that is one salty dog.”

52 passagemaker.com November/December 2015

Photo credit goes here

W

GENESIS OF THE 38 In the late sixties, Englishman David Skellon bought a 34-foot, gaffrigged commercial fishing sloop named Guide Me. Built in 1898, the Looe Lugger had been used used primarily to fish the English Channel and along England’s western coast.

Skellon figured he could take this 19th century workboat and, with a few masterstrokes, convert it into the perfect cruising yacht. So, he went to work converting the fish hold to a cabin and furnishing the forecastle into a v-berth, complete with head.

The wheelhouse, too, was altered and raised for improved visibility. In an homage to the original Looe Luggers, Skellon repainted the boat in its traditional livery: the hull, dark green with black bulwarks and red rubbing strakes. Topsides were painted battleship grey. The final update was to convert the rig from sloop to ketch, and stitch up traditional tanbark sails for its new spars. In the end, he had a seaworthy, 34-foot cruising yacht that was a capable and handsome motorsailer.

Skellon’s Guide Me conversion inspired the beginnings of Fairways Marine, his Southhampton-based company known

for launching the Fisher line of motorsailers. The early success of Fairways signified a burgeoning partnership between Skellon and a yacht designer from Freeward Marine, Gordon Wyatt. Skellon and Wyatt shared a love of these heavy, all-purpose cruising yachts. The 1973 oil crisis undoubtedly helped spur sales in sailing yachts, and Fairways Marine took off. Skellon and his team of shipwrights built the company into one of England’s largest yacht builders.

At the same time that Fairways was busily pumping out trawlerstyle ketches, Gordon Wyatt had designed, only on paper at this stage, a 38-foot commercial fishing boat. Drawn with the freeboard and proud bow typical of North Sea trawlers, Gordon showed the design to Skellon who decided that it, like his Looe Lugger revamp, was also a great candidate for a cruiser-conversion.

Skellon took Wyatt’s initial hull design—a deep-keeled and round-bottomed semi-displacement hull—and drew a cabin and pilothouse befitting a cruising trawler. With a nod to his Fisher motorsailers, Skellon designed a reverse-raked windshield.

November/December 2015 passagemaker.com 53

LOA: 37’ 9” BEAM: 13’ 9” DRAFT: 3’ 9” DISPL.: 20,000 lb. (light) FUEL: 325 gal.

WATER: 200 gal.

POWER: 120 hp Ford Sabre (x2) CRUISE SPEED: 8 knots RANGE: 1,000 nm

This Page: With her proud bow and stout lines, the Fisher Trawler 38 looks confident and sure underway. Opposite: Three views of the interior of Salty Dog. Top: Starting with the saloon and galley, Dave opted to replace a propane cooktop with a microwave/ convection oven. Galley countertops and the straight cabinet surface to starboard will be replaced in the offseason. Middle: Ford Sabre engines are accessed via a hatch adjacent the galley. Bottom: The semi-enclosed pilothouse has that old-school, analog feel, and visibility from the bench helm (hidden in this photo) is excellent.

54 passagemaker.com November/December 2015

The standard layout on the 38 is traditional trawler, with an L-settee to port, and an in-line galley just forward of the settee.

Up two steps behind the galley bulkhead is an unconventional wheelhouse, set up with the helm to the port side of centerline. The helm comes with a companion stool and bench seat built for two. Despite the high-attitude bow, the visibility from the bench is unimpeded, and the wheelhouse, instead of feeling isolated from the saloon, forms a cozy nook..

Below, accommodations fit four in two cabins: the foc’sl with a double island berth and a twin cabin, abaft to port, with accommodations sharing a single head. According to the original literature, a layout featuring a second head was optional.

The Trawler 38 features full walk-arounds with high bulwarks, a generous foredeck, and a flybridge that can handle a 10-foot tender and davit.

The 38’s cockpit is shallow, just deep enough to fit two folding teak deck chairs. Skellon recounts a 2005 visit to southern France’s La Napoule Boat Show, over 30 years after Fairways stopped producing the Trawler 38.

Says Skellon, “I saw a 38 which had been extended. Upon closer inspection I was informed it was a new boat project… It was very nicely built—good quality and finish—like Fishers. It was called a Selene 42… [Later] I also met Selene’s owner, Howard Chen. A very nice guy—when I showed Howard the old Fairways brochure of our 38, he said, ‘That’s the one—that’s the one we copied!’”

SALTY DOG COMES HOME Despite the now predictable protests from his family, Dave pursued the Fisher, closed on it, and had her taken south for an overhaul in Long Beach.

The boat remained in Southern California for five years while Dave fixed or replaced the fuel, electrical, plumbing and steering systems, electronics, generator, and davit, before finishing with a thorough paint job. He then rechristened her Salty Dog. In 2012, Salty Dog was moved to Anacortes, Washington, where the boat would remain in dry storage until the summer months. Dave and family return to launch the boat each June, and take her north to Orcas Island, home port for summer island-hopping.

Any alterations made to Salty Dog have been undertaken cautiously, as Dave is reluctant to pour too much into her. He estimates some $70,000 has been put into the project, and the only things remaining on his list are to install a new galley countertop and perform a few other cosmetic fixes. The boat performs great, looks great, and is structurally and mechanically sound, driven by her reliable twin Ford Sabre engines.

Of course, who knows how long Dave Abrams and family will have Salty Dog. There might be an enticing reclamation project right around the corner. Q

November/December 2015 passagemaker.com 55

Chris Caswell

November/December 2015 passagemaker.com 57

SPINY LOBSTER, GROUPER, BONEFISH, CONCH:

Despite the abundance of wild seafood available to me here in the Pacific Northwest, these are items I’ll never see on the “fresh” sheet of any Seattle restaurant.

So when I’m lucky enough to find myself in the Bahamas—as I did following one Fort Lauderdale boat show a few years ago—I take every opportunity to get my fill of the islands’ fresh-caught fare.

BIMINI OR BUST

Most of the time I prefer to pull up a stool at whatever beachside shack has the coldest Sands beer, the crispiest fried grouper, the highest piles of rice and beans, and plantains on paper plates.

Flavors are at their purest, chefs always friendly, prices just right.

Once in a while I’ll put on my nice pair of flip-flops for a dinner at Mangoes in Marsh Harbour, or The Landing at Eleuthera.

But you won’t need to dress up for any of the restaurants in Bimini, where a group of us from Grand Banks (my employer at the time) gathered for a multi-day photo shoot after the boat show. It was a big operation in support of two newly launched models, starting with a long first day crossing the Gulf Stream before scouting locations around North and South Bimini.

Twilight was darkening when we finally tied up in Alice Town, and everyone was plenty hungry. A local restaurant beckoned with buckets of beer and planters punch on ice, but the kitchen was closing soon. As our team grabbed seats around the big round table we each called out orders for burgers, grilled fish, strip steak, and chicken wings. At the very last moment I convinced Larry Crouch, Grand Banks’ service manager, to split an order of cracked conch with me. I shouted my request to our waitress as she headed off for the kitchen.

When our food arrived Larry and I began by tearing into the cracked conch. The first bite tasted slightly…off. The second bite had overtones of bleach. But we were ravenous, and besides, the beer drowned out any unpleasant aftertaste. Larry and I continued to eat, drink, and laugh along with the rest of our crew.

We all split up after dinner: Most of the team were lodging at the resort, but Larry and I chose to bunk aboard the two boats we left in the marina—me on the 47 Heritage and Larry aboard the 46 Eastbay in the next slip over. We said our goodnights and soon I settled cozily into the master berth. Between the gentle rocking of the boat and the dense book I’d brought along to read, I was sure to be nodding off in no time.

BUMP IN THE NIGHT

A soft ache in my belly, though, kept nagging me awake—nothing too severe, just enough of a pain to keep me tossing around in search of a more comfortable position. But I didn’t think too much of it, chalking up the dull throbs to my growing anxiety over weather conditions for our next morning’s photo shoot.

58 passagemaker.com November/December 2015

Then I heard The Noise. It started in low—then it began to grow; a bilge pump struggling with a clog? Lines groaning against old wooden pilings? Perhaps a manatee in violent throes of childbirth?

I headed topside to investigate.

Swinging open the cabin door, I confronted an even more alarming sight right across the dock: Larry, in a t-shirt and underwear, on his knees and tossing his guts over the side of the Eastbay’s cockpit while moaning a raw and wretched sound that still haunts me to this day.

Before I could offer assistance or even utter a word, my mind connected the dots between this unholy scene and my own stomach pains, and then back to dinner’s off-tasting conch. A second later I was heaving over the side myself, gagging and groaning in pitiful unison with poor Larry.

Wave after wave of nausea attacked with brutal force; the only slim comfort was our misery-loves-company brotherhood of pain. I’ll spare you further gory details, but let’s just say we spent the next several minutes—which felt like hours—in what Larry called “a gastronomic reversal of epic proportion.”

I wouldn’t have been surprised if we had awoken the whole marina, if not the entire island, with our cries and moans. When I finally opened my eyes only a couple of barracuda had come to investigate, their shimmering forms illuminated by the glow of underwater lights from a nearby sportfish. As I regained my footing and looked around, I speculated on the remote possibility of an ER somewhere along this sliver of an easygoing island.

CONQUER THE CONCH

For most people the symptoms are mild, but food poisoning can be severe and in some cases deadly. Warm-water shellfish like conch are highly perishable and must be refrigerated or frozen soon after cleaning. Most places throughout the Bahamas do an excellent job handling and storing their food, but just like anywhere in this world, there are exceptions.

My advice for food lovers cruising the islands: Ask locals for their recommendations. If you find yourself at a hangout that looks dicey, take a look around or even a friendly peek in the kitchen before you order up any food. Don’t hesitate to ask about their handling and safety practices. And with internet access spreading to more and more marinas, coves, and island destinations, it doesn’t hurt to search for any advice online.

As for me, I would enjoy no more Bahamian cuisine, conch or otherwise, for the reminder of that trip: My diet consisted solely of Saltines and bottled water. With the kind support of the rest of our crew, Larry and I struggled through our photo shoot and eventually made it home days later with our insides still inside.

It took a while before I could even look at conch again, on a plate or in the sea. But when I was back in Bimini a year later—at a different restaurant, mind you—I didn’t hesitate to order up a plate of fresh cracked conch. Sometimes revenge is a dish best served fried, with lemon wedges and an ice-cold beer. Q

AcharnĂŠ proves that converting

BY DENNIS CAPRIO

60 passagemaker.com November/December 2015

METAMORPHOSIS Sam Conor

a racing sailboat to a long-range motor cruiser isnâ&#x20AC;&#x2122;t a daffy exercise.

November/December 2015 passagemaker.com 61

“ACHARNÉ IS THE BEST DAMN BOAT I’VE EVER HAD,” Sam Conor

said. Conor owns Ocean Voyager, a boatbuilding company in Newfoundland, best known for converting existing commercial designs to long-range power cruisers. This boat, however, is something different altogether.

Acharné began life as a racing sailboat, christened, Sagamore.

Designed by the late Bill Langan while he was chief designer at Sparkman & Stephens, she was built of carbon fiber in 1999 by New England Boatworks in Portsmouth, Rhode Island. Sagamore competed in the IMS Maxiboat World Championship against the well-established alpha-dogs of the era. She took line honors in the 2000 Bermuda Race, won the Middle Sea Race in 1999, and placed first (1999) and second (2000) at Antigua Race Week.

Her owner campaigned hard, and after a dismasting during the 2007 Pineapple Cup, an 811-mile race from Fort Lauderdale to Montego Bay, Jamaica, he put her up for sale. Conor, who was looking for a new project, bought her.

Prior to Acharné, Conor owned Pink Shrimp, a 105-foot fishing trawler designed and engineered by Williamson Fabrications in Coden, Alabama, and built of steel in 2000 by Jemison Marine &

Shipbuilding in Bayou La Batre, Alabama. Conor had fitted out the hull of Pink Shrimp for himself and cruised her in the Pacific until about 2009.

Pink Shrimp displaced 186 tons and carried nearly 18,000 gallons of fuel. A pair of 600-horsepower Cummins KTA 19 diesels gave her a top speed of 12 knots and a cruising speed of 9 knots.

Her range at cruise was about 4,000 miles. Although trawlers are relatively economical to operate, topping up the tanks for a long nonstop cruise costs a small fortune. Diesel prices vary greatly by location, but for the sake of argument, let’s peg it at $3 per gallon.

Filling Pink Shrimp’s tanks from empty would cost $54,000. This, plus the expense of full-time crew, made Conor reconsider his

LOA: 80’ BEAM: 16’ 6” DRAFT: 6’ 6” DISPL.: 38,000 lb.

FUEL: 700 gal.

WATER: 140 gal.

POWER: 210 hp Cummins 6BT CRUISE SPEED: 10 knots RANGE: 2,300 nm* PRICE: $750,000 CONTACT: www.oceanvoyager.net * Assumes 10 percent reserve.

At the left, this view of the machinery space shows one of the downsides to Acharné versus a true trawler. She shows minimal bow and stern waves at her hull speed.

priorities. He began to long for a fast, simple, and economical long-range cruiser that he and his wife could easily run themselves. Eventually, Conor sold Pink Shrimp to wellknown yachtsman Jack Setton, who commissioned Ocean Voyager to refit her to his specifications.

Conor is 67 years old and has been in the boat business all of his life. He’s owned 35 boats of 50 feet LOA and longer and sailed more than 100,000 miles. After he sold Pink Shrimp, he bought an Andrews 70 in San Diego. Designed by Alan Andrews, she was an ultralight-displacement racing boat, affectionately known among the cognoscenti as a sled, primarily because the type is very fast off the wind.

Conor, his wife, Virginia, and sons, Sean and Patrick, set off from San Diego in 2011 for a cruise through the Pacific. After stopping first at Cabo San Lucas, they pointed the bow westward.

“It was a peculiar year,” Conor recalled, “and the trade winds weren’t dependable.” In the fluky conditions that dominated the 62 passagemaker.com November/December 2015

Sam Conor

WINDS OF CHANGE

cruise, Conor and his family frequently had to reef the mainsail, shake out the reef, and change the headsails to match the conditions. Soon, Conor felt like Sisyphus condemned to Hades, eternally rolling the heavy rock uphill only to have it roll down again as it neared the top. Such are the joys of sailing a highperformance yacht. Eighteen months later, they’d had enough.

“The cruise convinced me that I never wanted a sailboat again.”

When he spotted the damaged Sagamore on the market, he had a vision. Obsolete racing sailboats often have a difficult time finding a new home and sometimes sell for less than the sophisticated technology warrants. Some of them get upgraded with a new rig, sail-handling gear, keel, and rudder, and continue

On the plus side of the ledger, displacement boats—sail and power—benefit from a long waterline. Acharné’s load waterline (LWL) is 68 feet, 11 inches, which is about 86 percent of her overall length. This gives the hull a theoretical displacement speed of 11 knots, but the shape of her underbody and light displacement allow her to exceed that speed. As a sailboat, she displaced 65,000 pounds, giving her a displacement/LWL ratio of 88.33. That’s super light.

To make her a competitive racing boat, she had a fin keel with a ballast bulb at the tip, giving her a draft of 14 feet, 6 inches.

One of the first changes Conor made was to shorten the span of the keel to 6 feet, 6 inches, which removed about 22,000 pounds

to compete in offshore handicap events such as the NewportBermuda race, or in yacht club races close to home. A moderate design of Sagamore’s ilk lends itself to being re-made into a cruising sailboat, but Conor saw a potential that others may have missed. He’d turn her into a motoryacht.

of ballast. The modified keel weighs 5,000 pounds, and Conor added 6,000 pounds of ballast inside the hull to maintain stability.

He kept the original hydrodynamically effective rudder. Her fully loaded displacement now is 19 tons, resulting in a displacement/ LWL ratio of 51.6. Conor said that Acharné can cruise all day at 10 knots, burning 2.75 gallons per hour, upwind in moderate seas.

He’s seen 12.5 knots surfing on the face of a wave and told me that 240 to 270 miles a day is normal—depending on conditions.

Ultralight-displacement boats dance along the surface of the sea like a water strider and have a quick motion in a seaway, instead of the slow deliberate heave, pitch, and roll common to heavy-displacement monohulls. Quick, though, doesn’t mean violent. Acharné’s underbody is very shallow compared with that of a traditional sailing yacht, but her elliptical cross sections soften her motion. Her fine entry splits the seas, and prepares the

Sam Conor

DAFFY DOINGS Converting a racing sailboat to a motoryacht is not as daffy as it seems. To begin with, she has to be easily driven to perform well under sail, so she doesn’t need a lot of horsepower to reach theoretical hull speed. If we compare the hull with that of a lightweight powerboat, such as the Rangeboat line designed by Nigel Irens, we’ll discover that the ability to sail well—fast and balanced, heeled to optimum or bolt upright—compromises her waterline. This tradeoff, however, is negligible.

November/December 2015 passagemaker.com 63

One of two heads, top left, is decorated with a minimal amount of wood. The galley, middle left, has everything a cruising family needs.

Leaving some of the carbon-fiber structure exposed (the ring-frame bulkhead and deck beams, for example) add to the interior’s charm.

Little clutter at the starboard helm eases moving about.

way for the beamy sections farther aft to lift her over the swell.

“Her motion is more like a catamaran’s,” Conor said. “Even at anchor she doesn’t roll.” Although the keel doesn’t have a lot of surface area, its depth and weight help to damp roll, especially when the boat is at speed. Conor fitted Acharné with active fin stabilizers, but he uses them only occasionally.

Reducing the yacht’s displacement by 14½ tons, removing the sailing rig, and replacing her auxiliary diesel with the more powerful and heavier 210-horsepower Cummins 6BT 5.91 turbo diesel caused Conor and his team to examine the weight distribution.

Acharné carries 700 gallons of fuel in four aluminum tanks plus one reserve arranged around the center buoyancy to prevent significant changes in trim as they empty. In her sailing life, she obviously wouldn’t have needed that much fuel capacity. Conor placed the two freshwater tanks—140 gallons total—well forward to balance the weight of the equipment in the dive center under the afterdeck, the air conditioner, and water maker.

As a racing boat, Acharné had a flush deck and a typically large, flat cockpit—the latter cluttered by a village of winches, grinders, blocks, and other sail-handling gear. Conor removed all of that hardware and patched the holes, so now the deck and cockpit are remarkably free of excrescences, except for a trio of dorade vents, a few hatches, and a searchlight mast on the foredeck.

Lifelines along about half of the deck’s length protect anyone who goes forward from taking an unplanned swim.

Sagamore’s spacious cockpit appealed to Conor, and he makes good use of it, carrying an AB 3.5-meter RIB and a small motorcycle on the afterdeck. Twin wheels, also common aboard modern racing sailboats, enhance the helmsman’s sightlines and allow him to get his weight farther out on the high side. Although lateral weight distribution doesn’t count as much aboard a motoryacht, Conor retained the dual helms and binnacles to help him see beyond the deckhouse.

Fitting a truly useful deckhouse to a low-profile hull requires a bunch of compromises. If aesthetics carry a lot of weight, the house can’t be too tall. On the other hand, it needs standing headroom to be practical and comfortable. Conor resolved the conflict by placing the maximum height of the house aft, where the settees and dinette are, and the lowest part forward, where you begin the two-step descent into the main saloon.

Natural light from windows floods the saloon and helps brighten the galley, which is located a bit farther aft. Although this superstructure is angular and upright, it perfectly matches Acharné’s role as a motoryacht.

A carbon-fiber racing sailboat operates under enormous loads from the rig and keel. The shrouds, fixed and running backstays, and the forestay keep the mast in column and from being blown out of the boat, but all that tension wants to eject the mast through the bottom of the hull. “She’s way stronger than she needs to be,” Conor said. A grid of carbon-fiber floors (transverse reinforcement) and stringers (longitudinal reinforcement) stiffen the hull where the keel attaches and where the original mast stepped. Ring-frame bulkheads, which traverse the bilges, extend up the topsides and across the beam beneath the deck, add stiffness to the rest of the 64 passagemaker.com November/December 2015

Sam Conor

INNER HERITAGE

A flood of light from the deckhouse windows keep the main saloon, above, from feeling like a dungeon. Fabric enclosures on the stowage locker immediately forward of the settee save weight. In the view of a stateroom, middle right, we see more soft stowage and a ring-frame.

The hardtop over the cockpit is paved with solar panels.

shell. Engineered and built to resist flexing or breaking under extreme loads, Acharné will think she’s died and gone to heaven dealing with the trifling stresses of life as a motoryacht.

ALMOST PERFECT

Sam Conor

If this conversion has a downside, it’s a lack of volume belowdecks caused by the shallow underbody, relatively narrow beam—a bit more than 16 feet—and low profile. The Nordhavn 78, for example, has the same LWL as Acharné and draws 7 feet, 8 inches measured to the bottom of the skeg that protects the prop and rudder. Her bilges are cavernous, freeboard high, and beam measures 21 feet, giving her all the space in the world for stowage, staterooms, stand-up engine room, and massive saloon.

Even though Acharné isn’t all that roomy below, she has two staterooms with a queen-size berth in each, two heads with a shower in each, a reasonably spacious main saloon, and a fully equipped galley. A fair amount of carbon-fiber structure displayed in the accommodations gives her a modern, minimalist atmosphere. Conor could have sheathed a lot of the carbon with wood, but that would have increased the displacement and added substantially to the cosmetic maintenance.

Acharné is for sale at about $750,000 and ought to attract sailors who can’t give up the ambience of a high-performance sailing yacht.

These prospective buyers won’t mourn the shortage of stowage space or the absence of huge windows and luxurious sprawling room in the common areas. To be sure, Acharné needs a special owner. Q If you are interested in learning more, visit www.oceanvoyager.net or www.berthon.co.uk/yacht-sales-brokerage/used-yachts-forsale/; phone, +44(0)1590 673312 for additional information.

November/December 2015 passagemaker.com 65

DOUBLE I

E

very now and then an unexpected power cruiser makes its presence known. The Mikelson 43 is one of those pleasant surprises that, while known on the southwest coast of the United States, is rarely seen east of the Rockies. No wonder she hasn’t popped up on PassageMaker’s radar before now.

Since 1997, Mikelson Yachts in San Diego has launched over 75 of their seaworthy 43 Sportfisher. However, in this case, model names don’t tell the whole story. Take a serious look at this candidate for inclusion in the category of power cruisers that can move comfortably at nine knots all day long,

66 passagemaker.com November/December 2015

be fired up to cover major distances in minor time, or even used to drop a line to catch the evening’s dinner.

FAMILIAR UNFAMILIAR Let’s start by revisiting Midnight Lace, the iconic cruiser designed in 1978 by the late Tom Fexas. It created a sensation at the Fort Lauderdale Boat Show in its debut year, and was the precursor to the international styling still en vogue today. Note the long trademark port in the sleek cabin, the clipper bow, and overall low profile; It doesn’t take much imagination to see

IDENTITY Getting To Know The Mikelson 43 GRAPHY STORY & PHOTOO

BY BILL JAC BS

the adaptation of some of these concepts in the Mikelson 43.

And, more important, a number of other Fexas favorites show up as well. The twin Cummins QSC #540 diesel engines are placed below the cockpit floor instead of below the saloon. This provides unlimited engine service access from three deck hatches without having to move furniture; isolates the heat and sound of the engines from the saloon; and allows a large, open “basement” compartment below.

Because the fuel tanks are now much closer to the centerline of the boat, her weight trim remains relatively constant as the

tanks empty. In addition, the saloon is lower than normal, resulting in a lower center of gravity, which helps to provide a smoother ride in heavy seas.

Although the 43’s 15-foot, 10-inch beam is much greater than the 11-foot beam of ‘Lace, many similarities exist in the design and construction of the hull. It is a semi-displacement hull combining a fine entry, which cuts smoothly through the water, with sufficient volume above the waterline to add buoyancy and interior living space. The fine entry minimizes the transition from cruising speed to full speed while maintaining a bow-trim angle

November/December 2015 passagemaker.com 67

of between 2 and 4 degrees. Both the hull and bottom are cored throughout with Divinycell and Corecell, keeping displacement at only 34,600 pounds. The result is a hull that favors high efficiency over high speed. This translates into a miserly fuel burn of 3.6 gallons per hour at a trawler-like speed of 7.4 knots.

ON THE HUNT

This displacement-speed is the cruising speed that Tom and Marsha Molepske—owners of the Mikelson 43, Kristiania—prefer, unless they are on a tight schedule, or want to beat the weather.

In a push, they can run her up to 2500 rpm and make 25.3 knots.

Kristiania was delivered in April 2006 and is powered with twin Cummins QSC #540 diesels with ZF V-drives. The most recent 43s now offer the option of Cummins Zeus Pod Drives.

A year before Tom Molepskes’s retirement, the couple began their search by visiting boat shows throughout the U.S. from Annapolis, to Miami, to Newport Beach, California. They liked the idea of a trawler, as their goal was to spend as much time on the boat as possible. Some of their favorites at the shows included Selene, Ocean Alexander, Grand Banks, and KadeyKrogen. What they did not like was the restriction of slow maximum speeds. “I still had a career, so my boat use was going to be generally restricted to weekends,” said Tom. “We wanted to be able to get somewhere and back.” In California they saw many ocean-capable sportfishing boats with plenty of speed, but they did not like narrow side decks, minimal hand rails, ladders to the bridge, and the absence of opening saloon windows.

Eventually they met Dick and Bob Peterson of Mikelson Yachts. Although the 43 at the Newport Beach show was called a sportfish, they liked many of the features the boat had to offer. Dick Peterson told me in a recent interview, that the 43’s demographic is split between 60 percent fishermen and 40 percent cruisers. Because the boats are ordered directly from the manufacturer and built to order, many requests for custom features can be accommodated with little fuss. The Petersons referred the Molepskes to a recently built 43 located in Fort Lauderdale which had molded stairs to the bridge, an extended hardtop for dinghy storage, and smaller engines for improved economy. After paying a visit to the owner, they were sold. They immediately placed their order for hull No. 46.

Fexas and Dick Peterson, President of Mikelson Yachts, struck up a mutual admiration in 1982, when Peterson contacted Fexas based on his reputation for efficient designs. Since then Mikelson has built more than 300 yachts ranging in size from 43 to 75 feet, all of which were designed by Fexas. It was a similar case for the Molepskes, who were also familiar with Fexas’s work. Prior to looking for a cruising a boat, the couple had been motoring down the Root River in Racine, Wisconsin, when they passed a small boatyard where two or three Midnight Laces were in various stages of repair by Ed Henry, who specialized in their restoration. They were struck by the unique design of these black beauties and even took Ed up on his offer of a sea trial.

Mikelson Yachts officially began in 1984, building 50-foot Bill Garden-designed cruising sailboats, in addition to their first 42foot Fexas-designed sedan cruiser, which combined sportfishing and cruising amenities, as well as excellent fuel economy and performance. Two Taiwanese yacht builders have constructed all of the Mikelson yachts, with whom Dick Peterson and his partner Michael Sullivan (hence the name Mikel-son) have established a close working relationship. Along with their service personnel, they personally inspect each boat being built, and 68 passagemaker.com November/December 2015

regularly provide training on-site so that each job foreman has the ability to quality control ongoing work.

NORWEGIAN DOLL

As I stepped aboard Kristiania in her slip in Sturgeon Bay, Wisconsin, I found many features that would appeal to the cruising yachtsman. I immediately noticed the 4-inch diameter cockpit drains on both sides of the transom. The transom also incorporates two huge live-bait wells, which Tom and Marsha use to hold a full compliment of large fenders and dock lines. Another handy feature is a day head that opens directly to the cockpit and is easily accessed from the bridge via an enclosed stairwell. The stairwell includes a continuous stainless steel handrail and even

Unlike many spotfishers, the 43 is open and bright. The Molepkes chose to design their interior with a galley-forward layout in order to maximize the seating in the saloon. Mikelson also offers a variation with an aft galley that opens to the cockpit. Because the boats are ordered straight from the factory, customization such as this requires little effort and served as a major selling point to the owners.

a gate at the top of the stairs to contain children or pets. The location of the head saves many steps and eases traffic through the main saloon. Side decks, measuring 14 inches on both sides, lead to the spacious foredeck and are guarded by heavy 11/2-inch 316 stainless steel rails.

Lifting the large, gas-assisted deck hatches gives total access to a stainless steel ladder, both engines, the Northern Lights 9-kW Generator to starboard, and a large storage area behind the port engine, where both the inflatable dinghy and motor are stored. The Molepskes have added a stainless steel crane directly above the area for ease of launching the dinghy and attaching the motor.

The fuel filters and manifold, along with through-hulls and engine water filters, are easy to access in the forward portion of the compartment. Separate deck hatches give excellent access to

the rudder heads and steering mechanism. All of this equipment resides in what has to be one of the best owner-kept engine rooms I have ever seen.

Back up on the bridge, the fully equipped helm station includes dual Raymarine displays and a Plexiglas-covered chart surface. Twin helm seats provide excellent visibility in all directions. Speaking of visibility, Tom has installed a FLIR night-vision camera above the helm, giving him a thermal image on one of his Raymarine displays. On the starboard side of the helm there is a pilot bunk for short naps underway. A curved, four-seat settee and table are tucked away on the port side, and abaft it is the pièce de résistance; a second helm station placed at the after end of the bridge deck for perfect sight lines to the transom. Later, as we returned to the slip, Tom backed Kristiania down perfectly into her slip despite crosswind and cross current working against us.

headliner features a full-length handrail down the centerline for safety in rough weather, and it also opens to hinged compartments providing storage for a half a dozen fishing rods.

Kristiania was not built with the optional lower helm, as the sightline forward, particularly at higher cruising speeds, would not provide adequate visibility. Plus, the low profile of the boat makes the upper helm easily accessible, which is well protected by full Strata-glass panels.

Three steps lead down from the saloon to the sleeping quarters and enclosed head, which is generously sized and contains a large dedicated shower stall. Separate doors allow access for both the master or guest suite. The master suite contains a threequarter walk-around queen berth, louvered storage, an open shelf on each side, and hanging lockers.

Directly abeam the head to port is a guest stateroom with a double lower berth and a signal berth above. I think the boat is

In the main saloon, the generous proportions of the space allow a large circular dinette to port with movable lounge seating to starboard. Marsha chose a galley-forward layout to maximize the size of the saloon seating. There is an alternate aft-galley layout that provides a direct pass-through for serving the cockpit. She was able to select and specify all the fabrics, finishes, and accessories in the Mikelson’s San Diego design center.

Large opening ports on both sides of the saloon provide excellent cross ventilation, and the huge three-panel windshield floods the space with natural light. The interior is beautifully finished with high gloss cherry throughout, and includes a concealed office desk, which pulls out from the starboard bulkhead. The main switch panel located just inside the rear cabin door contains both AC and DC panels and the master battery switch. The fabric

laid out perfectly for a couple, but guests would be comfortable for a few days aboard.

Heading astern once again, the stairway lifts to expose the basement below the main saloon. In this boat a full-size combination washer/dryer is located to port with the main water heater nearby. The balance of the space could be outfitted with any combination of storage units, a wine cellar, or shelf space. There is seated headroom throughout, making it easy to move around.

GLORY AT SEA

Our photo day began in dense fog that finally lifted enough to head northwest from Sturgeon Bay Ship Canal into the open waters of Green Bay. I was taken with her clean purposeful lines underway, both at slower cruising speeds and high-speed November/December 2015 passagemaker.com 69

At cruising speed, the 43’s range of over 1,000 nautical miles is more than satisfactory for most cruisers.

RPM 600 1000 1500 2000 2500 (wot)

Knots 5.1 7.4 11.0 18.8 25.3

gph 1.2 3.6 17.4 31.0 54.0

dB(A) 64.5 64.7 74.5 75.8 79.5

Range 2295 1095 341 329 253

runs. At the higher range of speeds, the boat throws a formidable wake, which doused our chase boat, a 25-foot TwinVee power catamaran owned by Tom’s neighbor. Tom forewarned me and mentioned that he is also extremely careful when operating the boat in congested waterways or around small craft. After photographing her underway, the bay was calm enough for me to transfer to the stern platform of Kristiania.

With Tom and Marsha running the boat, we performed identical north-south runs, collecting performance data (see sidebar). I was very impressed with the smooth acceleration and quiet exhaust, which exits on each side below the waterline.

Because she is a semi-displacement hull design she does not have a dramatic bow rise as the Glendenning-controlled Cummins come up to full speed. It is a Mercedes-like transition from idle all the way up to wide-open throttle. You have to watch the speed readings on the GPS and rpm gauges to notice the increase in speed. The decibel readings taken inside the saloon were also remarkably consistent.

I took a turn at the helm before we headed back to the bridges of Sturgeon Bay. She was smooth at all speeds (in the relatively calm water), her turning radius was tight with little or no lean.

She cut through her own wake with little fuss, and her minimal bow wave substantiated Tom’s comments on how dry she is.

As we returned to the marina she demonstrated how easily two people can handle her. I played the non-participating passenger while Tom and Marsha carried out all activities related to line rigging, fender placement, transiting through two, narrow lifting bridges in strong current and docking the boat from the stern helm all by themselves. If this is not a super-capable cruising powerboat, I am not sure what is.

So don’t be fooled by the sportfish moniker on the Mikelson 43. If you are looking for a high-performance trawler with many great, trademark Tom Fexas design features, give Dick Peterson a call. He always has a current production boat under his personal care and loves to take interested boaters out for a cruise. Q 70 passagemaker.com November/December 2015

TEST CONDITIONS: Location: Sturgeon Bay, Wisconsin. Air Temperature: 75°; Humidity: 65%; Wind: 4 to 7 knots, SE; Sea: Less than 1-foot. Fuel: 600 Gal.; Water: 200 Gal.; Waste: Empty; Passengers: Three. All figures are an average of reciprocal runs. Sound levels taken at lower helm station. 65 dB(A) is the level of normal conversation. *Range is based on a 10 percent reserve.

LOA: 43’ 10” BEAM: 15’ 10” DRAFT: 3’ 6” DISPL.: 34,600 lb.

FUEL: 600 gal.

WATER: 200 gal.

POWER: 540 hp Cummins QSC-540 (x2) CRUISE SPEED: 7.4 knots RANGE @ CRUISE: 1,095 nm* PRICE: $750,000 as tested (1995 pricing); $950,000 (current) w/ Zeus Pod Drives CONTACT: 619.222.5007; www.mikelsonyachts.com

WASHBURNâ&#x20AC;&#x2122;S BOATYARD T

he process of selecting, purchasing and commissioning our Selene Trawler was a very deliberate one. Having previously owned and enjoyed a cruising vessel in the Virgin Islands, we had definite ideas about what we needed and wanted on *#/)2+ #, our long planned home away from home. We met Chris Washburn at more than one Trawler Fest. He was always cheerful, friendly and interested in how our plans were developing. His Yardâ&#x20AC;&#x2122;s reputation was respected, making it a contender for our commissioning needs. After considering all options, we selected Washburnâ&#x20AC;&#x2122;s Boat Yard.

We met with Chris and Eric Skow, project manager, and the process of specifying and acquiring the many items to be installed, from stabilizers to antennas, began in earnest. The project was complicated, but the crew at Washburnâ&#x20AC;&#x2122;s was focused, skilled, efficient and knowledgeable. When challenges arose, Eric and the crew met them head on and solved them in every case. As our departure date approached, the final tasks were accomplished and every detail was attended to, right down to replacing a burst galley water hose the evening before we headed south.

As we motored away from Washburnâ&#x20AC;&#x2122;s Boat Yard on a Saturday morning for a cruise to our home port in Hampton, Virginia, we did so with confidence in our vessel and the many systems which had been installed during commissioning. We left with the knowledge we would return, both for the excellent service provided at Washburnâ&#x20AC;&#x2122;s and to visit the many friends we made along the way.

Jack and Terry Burgess aboard Shangri-La

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74 FITNESS AFLOAT Regular fitness contributors, Jay & Karen Campbell, chime in on a fitness test to beat all others: the Sitting-Rising Test.

76 CAPTAIN’S BOOKSHELF Contributor Milt Baker finds plenty of useful tips—and plenty of humorous anecdotes—in Captain Goodlander’s anchoring bible.

75 CAROLYN’S GALLEY Mincemeat Cookies are the perfect holiday treat according to contributor Carolyn Shearlock: We promise they taste better than they sound.

November/December 2015 passagemaker.com 73

@ REST

Captain’s Bookshelf

BY MILT BAKER

A Fresh Look At Dropping The Hook

I

’m a sucker for books on anchoring and make it a point to read every one I can find. It’s a habit I can’t shake, and maybe a reason why I seldom have anchoring problems. The more I read about anchors and anchoring, the more I learn and the more I recognize how much I have yet to learn.

As a captain working on his third circumnavigation who spends nearly all his in-port time lying to his own anchors, and a skipper who has survived more than a few hurricanes on the hook, by any measure Gary “Cap’n Fatty” Goodlander has to be considered an expert.

“I view anchoring in a completely different light than most cruisers,” Cap’n Fatty says. “I don’t like marinas. I shun moorings.

I much prefer lying to my own anchor and gear. But anchoring year-in and year-out without any damage is complicated. This, explaining the nitty-gritty, step-by-step of this process took me one year, 365 pages, and lots of drawings.”

Fatty is a world-class raconteur, and this anchoring bible is a deft blend of sound advice and outrageous tales. Whether you’re new to anchoring cruising yachts or you have decades of experience, I’ll make you two promises: You’ll learn from Fatty’s very practical book and you’ll chuckle all the way through it.

Fatty calls anchoring a bedrock skill of the cruising boater. “If you don’t know how to anchor your vessel in a variety of wind and sea conditions you should not leave the dock— and leaving the dock is what boating is all about,” he writes.

“Therefore, one of the first acts of seamanship you should learn is how to anchor safely and well.”

The book makes a key point that many cruisers miss: Many attempts at anchoring begin to fail before the anchor even tastes the water.

Creative Anchoring starts with the basic questions to consider, for example, is the harbor deep enough to handle your draft at low tide? Is there enough swinging room? Is there current—if so how strong and does it reverse direction? Will you be tidebound, where your yacht lies to the current rather than the wind? Is it a designated turning basin for commercial vessels— with no anchoring allowed? How is the holding? Can a swell work its way around the point? Are there other considerations like fishing, swimming, diving, or running your watermaker?

From there he walks the reader through a simple—though detailed—anchoring exercise as a frame of reference.

One of Fatty’s personal crusades is anchor scope, the amount of rode you put out in relation to your depth. He underscores something experienced cruising skippers already know: Most yachties put out too little scope. “If you put out enough scope with a proper-sized anchor and dig it in with your engine, you will seldom (almost never) drag unless an external circumstance enters the equation,” he says.

Goodlander punctuates the point, as he often does, with a story. After another skipper accidentally picked up his anchor and started departing the anchorage with Fatty’s boat in tow, the offending boater couldn’t understand why Fatty, a boatlength or two astern, was shouting, sounding his air horn, and, finally, waving a machete at him to stop.

Another technique high on Fatty’s list is tandem anchoring: Two anchors in sequence on a single rode. That might seem easy, but there’s more to it than meets the eye.

For example: Many skippers connect the shorter tandem chain through the lifting eye of a Bruce, Delta, Spade, or CQR anchor, a process that will cause the larger anchor to trip instantly as it tries to dig in.

The right way to do it, he explains, is to drill a “tandem anchor hole” low down on the second anchor, always the larger of the two, so the pull from the smaller anchor is parallel to the sea bottom.

Another eye-opener is what to do when another vessel is dragging down on you. “The very best thing to do is leave immediately, especially if you can leave before any damage occurs,” he says. “Don’t stand on your rights. Don’t worry about who is in the right. And don’t tell the jerk dragging down on you that he’s a jerk for dragging down on you. Just leave.”

Often the fastest way to do that is to “divorce your chain.”

That is, pull out your anchor buoy—a Clorox bottle with 200 feet of thin line wound around it—attach the line to the your anchor chain, jettison the chain, and get out of the way. That takes only moments, while weighing anchor with another boat dragging down on you takes much longer and leaves your boat at risk. Return to the Clorox bottle later and recover your ground tackle unscathed. For serious cruisers who anchor a lot—or want to—I highly recommend Creative Anchoring.

+ + + + +

Creative Anchoring by Gary “Cap’n Fatty” Goodlander. $29.95. www.fattygoodlander.com

PASSAGEMAKER BOOK REVIEW RATINGS + + + + + Highly recommended + + + + Excellent + + + Worth reading + + Just OK + Don’t waste your time 76 passagemaker.com November/December 2015

1983 97’ Santa Margherita - $1,500,000 Curtis Stokes - 954.684.0218

2000 78’ Buddy Davis - $1,650,000 Mike Wiener - 267.300.2169

2008 67’ Lyman Morse - $2,500,000 Rob Dorfmeyer - 216.533.9187

1987 66’ DeFever - $447,100 Barbara Burke - 904.310.5110

1963 63’ Burger - $210,000 Mike Wiener - 267.300.2169

1989 63’ Viking - $370,000 Michael Martin - 440.781.8201

1987 60’ DeFever - $375,000 Curtis Stokes - 954.684.0218

1988 60’ Nova - $244,500 Curtis Stokes - 954.684.0218

1957 56’ Chris Craft - $89,700 Rob Dorfmeyer - 216.533.9187

1988 55’ Viking - $229,000 Curtis Stokes - 954.684.0218

1987 54’ Hatteras - $245,000 John Blackburn – 301.233.2621

2004 50’ Alwoplast - $488,000 Barbara Burke - 904.310.5110

To see more details about this and all other yachts around the globe, please visit our website at

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2002 47’ Beneteau - $206,900 Rob Dorfmeyer - 216.533.9187

2000 46’ Alden - $309,500 Michael Martin - 440.781.8201

2004 48’ Meridian - $220,000 Greg Merritt - 813.294.9288

1980 44’ Cherubini - $225,000 Rob Dorfmeyer - 216.533.9187

1985 44’ Viking - $118,500 Curtis Stokes - 954.684.0218

2003 42’ Sealine - $225,000 Rob Dorfmeyer - 216.533.9187

1989 42’ Golden Star - $106,500 Curtis Stokes - 954.684.0218

2002 41’ Carver - $99,900 Rob Dorfmeyer - 216.533.9187

2007 37’ Mariner Seville - $224,500 Curtis Stokes - 954.684.0218

2001 36’ Zimmerman - $325,000 Curtis Stokes - 954.684.0218

1989 31’ Tiara - $26,900 Rob Dorfmeyer - 216.533.9187

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When in the middle of any project, it can be hard to keep from spending more than you want. If you are committed to a budget, do you really want to be disappointed because you did not spend another 100, 500 or $1,000? Still, where do you stop? Iâ&#x20AC;&#x2122;ve just been challenged by the â&#x20AC;&#x153;one more thingâ&#x20AC;? culprit renovating the kitchen in our 120-year-old house. In the middle of the renovation it seems crazy to not spend the extra. The overall cost is high, still it seems pointless if you donâ&#x20AC;&#x2122;t get things the way you want them. In truth you should. You may not get a chance to do it again therefore you deďŹ nitely should. Like most things in life, there is a caveat (why canâ&#x20AC;&#x2122;t anything be truly simple?).

Again, you deďŹ nitely should â&#x20AC;?IFâ&#x20AC;?. Unfortunately, that â&#x20AC;&#x153;IFâ&#x20AC;? may be something you will have to ďŹ gure out yourself. For me, the â&#x20AC;&#x153;IFâ&#x20AC;? in question was whether the extra money spent was a reasonable addition to the overall exercise, or whether the embellishments, individually or as a group, totally changed the scope of the project. With a new kitchen or a new boat itâ&#x20AC;&#x2122;s crazy to skimp and have the ďŹ nal outcome fall short of your expectations. Still this only works if the additional costs donâ&#x20AC;&#x2122;t sabotage the project as a whole.

Our new kitchen cost more than my wife and I expected. Nothing new there. What you are really trying to avoid with any project is having that â&#x20AC;&#x153;one more thingâ&#x20AC;? make it impossible to complete, become an albatross you really canâ&#x20AC;&#x2122;t afford, or the cause endless friction between you and yours.

When you look at things in those terms you realize that with boats â&#x20AC;&#x153;just one more thingâ&#x20AC;? is truly no different than the myriad other life choices you likely make daily.

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1977 Willard 40 Flybridge for sale. Engine and transmission recently overhauled. $65,000.

Jim Davis 301 904 5065, jjdavispe@cs.com.

Single 300 Cummins. Cruise 7–15 knots. Fuel 650 Gallons. Solid glass hull. Located East Coast of Canada. Asking $150,000 CAN. 902-886-2848.

2000 42’ GRAND BANKS EUROPA

2002 SYMBOL 42 MOTORYACHT (FL)

Very clean, one owner, fresh water boat. Single CAT 3208 (825 hrs) with bow and stern thrusters.

Ideal for Great Loop. Asking $324,000. Call Brent at Harborside Marina 815-476-4400

Extremely well kept! Turnkey ready. Cummins CTA 450. Stabilizers, Watermaker, Great Electronics and more.. $295,500. Ron #941-916-2740.

2007 MAINSHIP 43 TRAWLER NICEST ANYWHERE?? YOU DECIDE!!

42 KADEY KROGEN PILOTHOUSE TRAWLER

Just reduced to $585,000 Repowered with NEW Cummins QSB6.7 twin 380’s “PANACHE” – 53’ 2002 Grand Alaskan.

In North Carolina and a TRUE TURNKEY vessel. Two yr., 3000 hr. Cummins warranty started 3/2015. She is in excellent condition with too many features to list.

Freshwater Boat, multiple options, upgrades and recent improvements. Pristine. Ready to cruise.

Specs, photos: geraldedds@aol.com $329,500 98 passagemaker.com November/December 2015

Lovingly restored & massively upgraded, the ultimate Kadey Krogen 42 trawler is for sale by owner and priced to move! Please visit www.krogen42stout.com for details.

Call Mike Stidham 910-515-4122 or email mike.stidham@marinemax.com

B OAT S F O R S A L E {x½Ê ", Ê 9Ê " -/ ,

Small ship live-aboard, one owner in original good condition. YachtWorld.com/FloridaBayCoaster Owner wants this boat gone! > iÊ> Ê vviÀtt $229,500; Dann@IslandPilot.com

ÓääÎÊ{Ç½Ê ", 6

2950 Hrs. Set up for ultimate self sufficiency and redundancy. Many recent upgrades, newer electronics incl Furuno touch screens. $695K. 772-287-8900.

LOOKING TO SELL YOUR VESSEL? Contact 888-487-2953 x28 or classifieds@passagemaker.com to list your boat in print and online.

Call for pricing and availability.

x Ê-9 " ÊÓääÇÉ£{Ê­ ®

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Raised pilothouse, galley up, very comfortable climate controlled sky lounge. Long range cruiser or fast coastal. Jack Sarin designed and Heart commissioned. Best Symbol ever. More information at symboloffline.wordpress.com 270-853-0054. wulfftom@yahoo.com. Price upon request. *À ViÊ,i`ÕVi`°

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ith two staterooms, each with their own heads, a full galley and a comfortable salon, the fuel efficient single diesel engine Back Cove 41 may be the perfect long range cruising yacht.

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